i 

ANNUAL  REPORT 

UPON  ITIE 

IMPROVEMENT  OF  RIVERS  AND  HARBORS 

IN 

THE  VICINITY  OF  NEW  YORK  CITY,  AND  IN  NORTHERN 
NEW  JERSEY, 

IN  CHARGK  OK 

MA.IOU  OF  hNGINEEItS,  BVT.  LIEUT.  COLONEL,  U.  S.  A.  ; 
BEING 

APPENDIX  F 

I  OF  THE 

ANNUAL  REPORT  OF  THE  CHIEF  OF  ENGINEERS  FOR  1885. 


WASHINGTOi^: 

GOVERNMENT  PRINTING  OFFICE. 
1885. 


SEYMOUR  DURST 


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ANNUAL  REPORT 


UPON  THE 


IMPROVEMENT  OF  RIVERS  AND  HARBORS 


IN 


THE  VICINITY  OF  NEW  YORK  CITY,  AND  IN  NORTHERN 
NEW  JERSEY, 


IN  CHARGE  OF 


GEORQE  L.  GILLESPIE, 

MA.IOU  OF  tXGIKEEKS,  BVT.  LIEUT.  COLONEL,  U.  S.  A.  ; 


BEING 


APPENDIX  F 


OF  THE 


ANNUAL  REPORT  OF  THE  CHIEF  OF  ENGINEERS  FOR  1885. 


WASHIXGTOX: 

GOVERNMENT  PRINTING  OFFICE. 
1885. 


055 


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[EXTRACT  FROM  THE  ANNUAL  REPORT  OF  THE  CHIEF  OF  ENGINEERS 
TO  THE  SECRETARY  OF  WAR.] 

Office  of  the  Chief  of  Enoineers, 

Unites  States  Army, 
Washington,  D.  C,  October  16,  1885. 

*  *  *  #  *  #  * 

IMPROVEMENT  OF  RIVERS  AND  HARBORS  IN  THE  VICINITY  OF  THE 
CITY  OF  NEW  YORK  AND  IN  NORTHERN  NEW  JERSEY — DEEPEN ING 
GEDNEY'S  CHANNEL  THROUGH  SANDY  HOOK  BAR,  NEW  YORK. 

Officer  iu  charge,  Maj.  G.  L.  Gillespie,  Corps  of  Engineers. 

1.  East  Chester  Creelx,  New  York. — The  original  condition  of  naviga- 
tion was,  between  Town  Dock  and  Lock  wood's,  a  draught  of  less  than 
7  feet  at  high  water,  through  an  intricate,  crooked,  and  narrow  chan- 
nel; a  draught  in  the  channel  south  of  Goose  Island  rather  more  than  7 
feet  at  high  water ;  and  a  dangerous  reef  of  bowlders,  &c.,  in  close  prox- 
imity to  the  course  of  vessels  in  passing  the  draw  at  Pelham  Bridge. 

The  originally  adopted  })roject,  1872,  was  for  making  a  channel  of  9 
or  10  feet  draught  at  high  water  from  Town  Dock  to  a  point  3,000  feet 
above  Lock  wood's,  which  included  the  construction,  not  yet  undertaken, 
of  a  tidal  basin  above  Lockwood's. 

The  modification  of  1873  provided  for  the  building  of  5,800  feet  of 
diking,  partly  on  both  banks,  from  Town  Dock  to  the  entrance,  a  dis- 
tance of  1^  miles,  for  the  better  maintenance  of  the  improved  channel. 

The  project  has  since  been  supplemented  by  provision  for  deepening 
the  channel  from  Town  Dock  to  below  Goose  Island  to  afford  9  feet 
depth,  mean  high  water.  The  estimated  cost  of  the  project  was  8136,- 
500.  The  range  of  tides  at  Town  Dock  is  7.1  feet,  approximately.  The 
amount  expended  to  June  30,  1884,  was  $53,918.50.  At  that  date  the 
bowlders  and  gravel  had  been  removed  from  the  channel  at  entrance 
near  Pelham  Bridge;  the  channel  on  west  side  of  Goose  Island  had 
been  completed,  1,500  feet  long,  125  feet  wide,  and  9  feet  deep,  mean 
high  water;  the  channel  between  Goose  Island  and  Town  Dock  had 
been  opened,  2,000  feet  long,  minimum  width  40-45  feet,  widening  to 
90  feet  at  Town  Dock ;  and  the  cut  through  the  meadow,  2,000  feet  long, 
100  feet  wide,  and  9  feet  deep,  had  been  excavated  to  Lockwood's,  re- 
ducing the  distance  between  those  docks  from  5,200  feet  to  3,200  feet. 

No  work  had  been  done  toward  the  excavation  of  the  tidal  basin 
above  Lockwood's,  the  excavation  of  channel  above  Town  Dock,  nor 
toward  the  construction  of  the  dikes  below  Town  Dock. 

No  work  was  done  during  the  year. 

The  amount  that^can  be  profitably  expended  during  the  fiscal  year 
ending  June  30,  1887,  is  $20,000,  and,  if  appropriated,  will  be  applied 
iu  widening  the  channel  below  Town  Dock  to  HO  feet,  and  in  building 
1.500  feet  of  diking,  partly  on  both  banks,  for  maintaining  the  improved 
channel  from  the  entrance  to  Town  Dock.  The  special  benefits  to  be 
derived  from  the  improvement  are  the  better  maintenance  of  the  im- 
proved channel  and  greater  facilities  afforded  to  vessels  for  reaching  the 


IV 


REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


upper  wharves  of  the  river  adjacent  to  East  Chester,  Mount  Vernon, 
and  otlier  towns,  whereby  supplies  may  be  brought  and  products 
shipped  at  less  cost  to  the  inhabitants  of  the  valley. 

July  1,  1884,  amount  available    ^yi  50 

July  1,  1885,  amount  available   81  50 


Amount  (estimated)  required  for  completion  of  existing  project.    82,  500  00 

Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June  30, 1887   20,  000  00 
Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 

(See  Appendix  F  1.) 

2.  Canarsie  Bay,  Neic  Yorli. — The  object  of  this  improvement  is  to 
connect  Canarsie  Landing  with  the  deep  water  of  Jamaica  Bay  by  a 
channel  having  a  depth  of  6  feet  at  mean  low  water,  the  original  depth 
being  only  4^  feet  across  the  flats.  The  original  project,  adopted  in 
1879,  contemplated  the  construction  of  an  interior  tidal  basin  by  means 
of  timber  dikes,  and  no  important  amendments,  alterations,  or  addi- 
tions thereto  have  been  made.  The  range  of  tides  is  4.6  feet,  approxi- 
mately. The  amount  expended  to  close  of  fiscal  year  ending  Jane  30, 
1884,  was  $18,000,  and  at  that  time  the  channel  from  Jamaica  Bay  to 
Canarsie  Landing  was  3,000  feet  long,  50  feet  wide,  and  6  feet  dee])  at 
mean  low  water,  and  the  north  side  was  protected  by  a  timber  dike, 
starting  at  the  entrance  and  running  1,000  feet  westward  towards  the 
landing. 

By  act  of  July  5,  1884,  $5,000  were  appropriated  for  continuing  the 
improvement.  It  was  applied  in  adding  50  feet  to  the  north  dike,  for 
the  better  protection  of  the  eastern  end  of  dike,  and  in  widening  the 
channel  at  the  entrance  to  125  feet,  at  the  western  end  of  dike  to  100 
feet  for  a  distance  of  400  feet,  and  near  the  landing  to  50-75  feet. 

The  amount  of  material  removed  was  7,535  cubic  yards.  The  channel 
has  been  well  maintained  during  the  year.  The  amount  that  can  prof- 
itably be  expended  to  the  close  of  the  fiscal  year  ending  June  30, 1887, 
is  $25,000,  which,  if  appropriated,  will  be  applied  to  the  exteneion  of  the 
north  dike  250  feet,  the  construction  of  300  linear  feet  of  the  projected 
south  dike,  and  to  the  widening  of  the  chann(;l  to  100  feet  across  the  flats 
adjacent  to  the  landing.  This  improvement  will  better  maintain  the 
channel  already  improved,  and  will  add  materially  to  the  navigable 
facilities  of  the  harbor,  whose  industries  have  an  estimated  annual  value 
of  $1,500,000. 

Four  or  five  hundred  vessels  of  all  classes,  including  yachts,  are  en- 


gaged in  the  fishing  trade  alone. 

July  1,  1884,  amount  available   !^5,  000  00 

July  1, 1885,  amouut  expended  during  fiscal  year,  exclusive  of  outstanding 

liabilities  July  1,  1884   4,513  26 


July  1,  1885,  amount  available   486  74 


r  Amount  (estimated)  required  for  completion  of  existing  project   65,000  00 

I  Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June30,1887  25,  000  00 
1  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
I    harbor  acts  of  1866  and  1867. 

(See  Appendix  F  2.) 


3.  tSJuepshead  Bay,  New  Yorlc. — The  original  condition  of  the  navi- 
gable channel  was,  for  the  entrance,  a  depth  of  little  over  2  feet  at  mean 
low  water,  and  for  the  interior  channel  not  less  than  4  feet,  except  at 
two  narrow  bulkheads  across  said  channel.  The  originally  adopted 
project  (1879)  was  to  deepen  the  entrance  by  means  of  converging  jet- 


EIVER  AND  HARBOR  IMPROVEMENTS. 


V 


ties,  and  to  improve  tbe  interior  channel  by  longitudinal  dikes,  so  placed 
as  in  some  instances  to  form  tidal  reservoirs  for  the  scour  of  the  chan- 
nel. The  project  was  revised  in  1881,  and  ])rovi(les  for  excavating'  a 
channel  at  the  outlet  to  connect  the  bay  with  Dead  Ilorse  Inlet  and  to 
dredge  the  interior  channel. 

The  range  of  tides  is  4.5  feet,  approximately.  The  amount  exi)ended 
to  close  of  fiscal  year  ending  June  30,  1884,  was  $10,970.25.  At  that 
date  an  improved  channel  connected  Sheei)shea(l  Bay  witli  Dead  Ilorse 
Inlet,  which  was  1,500  feet  long,  40  feet  wide,  with  4  leet  depth  at  mean 
low  water. 

The  ebb  currents  set  well  through  the  improved  channel,  and  the 
improved  depths  have  been  maintained.  The  bar  at  the  origijial  en- 
trance, immediately  eastward  of  the  eastern  end  of  Coney  Island,  is 
practically  bare  at  lowest  tide.  By  act  of  July  5,  1884,  thf^  sum  of 
$5,000  was  appropriated  for  continuing  the  improvement.  Proposals 
were  opened  September  17,  1884,  for  widening  the  improved  channel 
to  60  feet  by  dredging,  and  a  contract  awarded,  which  expires  October 
15,  1885. 

The  amount  ex])ended  during  the  fiscal  year  ending  June  30,  1885,. 
was  $55.92. 

No  work  of  improvement  was  done  during  the  fiscal  year.  The 
amount  that  can  be  profitably  expended  during  the  fiscal  year  ending- 
June  30,  1887,  is  $10,000,  and,  if  appropriated,  will  be  applied  in  en- 
larging the  channel  at  the  entrance  to  100  feet  and  increasing  its  depth 
to  6  feet,  mean  low  water,  and  also  in  opening  a  channel  through  the 
Shoal  at  the  eastern  end  of  the  bay  2,000  feet  long,  100  feet  wide,  and  6 
feet  deep.  This  is  a  small,  sheltered  harbor,  used  principally  by  fishing- 
vessels  of  light  draught.  The  estimated  value  of  the  fishing  industry  is 
$1,000,000  annually,  the  principal  market  being  Xew  York  City.  Over 
200  vessels  are  engaged  in  legitimate  trade,  while  many  pleasure  boats 
frequent  the  harbor.  The  benefit  to  be  expected  from  the  improvement 
is  greater  facilities  for  vessels  entering  the  harbor  and  greater  en- 
couragement to  an  important  commerce  just  developing. 

July  1, 1884,  amount  available   8"23  75 

Amount  appropriated  by  act  approved  July  5, 1884   5,  OGO  00 

5,023  75 

Julv  1,  1885,  amount  expended  during  fiscal  year,  exclusive  of  ou|standing 
liabilities  July  1,  1884   55  92 

July  1,  1885,  amount  available   4,967  83 

Amount  (estimated)  required  for  completion  of  existing  project   84,  000  00 

Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June  30, 1887    10,000  00 
Submitted  in  com])liance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 

(See  Appendix  F  3.) 

4.  Sinnpa icanus InJet^ Xew  Yorl\ — Theoriginal  project,  adopted  in  1880, 
provides  for  the  dredging  of  a  channel  4,500  feet  long,  100  to  150  feet 
wide,  and  5  feet  deep  at  anean  low  water  from  the  5-foot  curve  of  the 
bay  to  the  town  of  Babylon.  The  original  navigable  depth  was  2  feet, 
mean  low  water.  The  range  of  tides  is  1.1  feet,  approximately.  The 
amount  expended  to  the  close  of  the  fiscal  year  ending  June  30,  1884, 
was  $0,893.07,  and  at  that  date  an  improved  channel  existed  1,000  feet 
long  and  75  feet  wide  and  5  feet  deep  at  mean  low  water,  connecting  the 
long  wharf  with  the  5-foot  curve  of  the  bay,  and  cuts  around  the  wharf 
were  made  for  the  convenience  of  vessels  using  the  inlet  as  a  refuge 
during  easterly  gales.    Xo  work  was  done  during  the  year,  for  want  of 


REPORT  OF  THE  CHIEF  OF  ENGINERRS,  U.  S.  ARMY. 


funds.  The  amount  that  can  be  profitably  expended  during  the  fiscal 
year  ending  June  30,  1887,  is  $10,000,  and,  if  appropriated,  will  be  ap- 
plied in  extending  the  improved  channel  1,500  feet  towards  the  town  of 
Babylon,  75  feet  wide  and  5  feet  deep,  mean  low  water,  so  that  vessels 
may  have  a  better  anchorage  during  easterly  gales. 

The  benefit  resulting  from  the  improvement  will  be  increased  pro- 
tection to  vessels  using  the  harbor  during  easterly  storms,  and  in- 
creased facilities  for  vessels  of  deeper  draught. 

Two  hundred  vessels  engaged  in  the  fishing  trade  constantly  use  the 
liarbor.  The  money  A^alue  of  the  commerce  affected  by  the  imi)rove- 
ment  is  estimated  at  $500,000  to  $750,000  annually. 

July  1,  1884,  amount  available   ^106  93 


C  Anjouut  (estimated)  required  for  completiou  of  existing  project   f33,  000  00 

J  Amount  that  can  be  profitably  expended  iu  fiscal  year  ending- June  30,  1H87    10,000  00 
]  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 

(See  Appendix  F  4.) 

5.  Cheesequalces  Creel',  Neic  Jersey. — The  original  condition  of  the 
channel  over  the  bar  or  shoal  at  the  mouth  gives  a  depth  of  1  foot  at 
mean  Ioav  water  for  about  three-fourths  of  the  length  to  be  improved, 
and  for  the  remaining  portion  a  depth  from  4  feet  to  1^  feet  at  low  water. 
The  course  of  the  creek  is  very  crooked  and  requires  to  be  straightened. 

The  originally  adopted  project  (1879)  for  the  improvement  was  to  close 
the  old  outlet  with  sheet-pile  dike  532  feet  long;  to  open  a  new  outlet 
at  right  angles  with  the  beach  1,600  feet  long,  200  feet  wide,  and  5  feet 
deep,  mean  low  water,  and  to  sustain  the  banks  by  lateral  stone  jetties, 
each  1,500  feet  long;  to  build  a  timber  dike  at  mouth  of  Back  Creek 
200  feet  long ;  to  dredge  a  channel  between  New  Landing  and  Furman's 
Dock  400  feet  long,  100  feet  wid.e,  and  4  feet  deep ;  to  excavate  a  cut 
through  the  meadow  1,050  feet  long,  100  feet  wide,  and  4  feet  deep,  and 
to  build  a  limber  dike  1.000  feet  long;  to  dredge  a  channel  above  Fur- 
man's  Dock  400  feet  long,  100  feet  wide,  and  4  feet  deep  ;  to  cut  through 
the  meadow  650  feet  long,  100  feet  wide,  and  4  feet  deep,  and  to  build 
a  timber  dike  300  feet  long,  and  dredge  a  cut  to  Whitehead's  Dock 
1,500  feet  long,  50  to  100  feet  wide,  and  4  feet  deep.  The  distance  from 
the  mouth  to  the  head  of  the  projected  channel  is  3^  miles. 

The  range  of  tifles  is  5.1  feet  at  the  entrance.  The  amount  expended 
to  the  close  of  the  fiscal  year  endinef  June  30,  1884,  was  $39,068.73. 

At  that  date  the  improved  channel  through  the  beach  was  1,600  feet 
long,  100  feet  wide,  and  5  feet  depth  of  water,  mean  low  water,  and  was 
confined  by  parallel  stone  jetties  located  200  feet  apart  between  axis, 
the  east  jetty  being  925  feet  long,  and  the  west  jetty  995  fe^t  long. 

The  original  outlet  was  closed  by  a  timber  bulkhead  532  feet  long, 
erected  o\\  the  south  side  of  the  county -road  bridge,  and  a  new  bridge, 
with  a  draw^-opening  of  40  feet  in  the  clear,  was  built  over  the  improved 
channel  near  its  western  extremity.  No  work  of  improvement  was  done 
during  the  year. 

The  improved  channel  and  the  accessory  works  of  marntenance  and 
l)rotection  have  remained  unimpaired  during  the  year. 

The  amount  that  can  be  profitably  expended  during  the  fiscal  year 
ending  June  30,  1887,  if  appropriated,  will  be  applied  toward  the  main- 
tenance of  existing  improvements. 

The  benefit  to  be  expected  is  the  encouragement  given  to  commerce 
by  keeping  open  a  channel  with  a  minimum  dei)th  of  5  feet,  mean  low 
water.    The  commerce  of  the  river  has  not  increased  during  the  year. 


July  1,  1885,  amount  available 


106  93 


EIVER  AND  HARBOR  IMPROVEMENTS. 


VII 


The  average  annual  tonnage  of  exports  and  imports  is  50,000  tons, 
wbicli  has  an  estimated  valuation  of  $200,000,  approximately. 

July  1,  18S4,  amount  available   ij^'M  27 

July  1,  l^do,  amount  expended  during  fiscal  year,  exclusive  of  outstanding 

liabilities  July  1,  1884   29  75 

July  1,  1885,  amount  available   1  52 

{Amount  (estimated)  required  for  completion  of  existing  i)rqject   50,000  00 

Amount  thatcan  be  profitably  expended  in  fiscal  yearending  June  30,1887  5,  000  00 
Submitted  in  compliance  -vvitli  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 

(See  Appendix  F  5.) 

6.  Passaic  River  above  NeicarJx,  New  Jersey. — The  present  project  was 
adopted  in  1872,  and  ])rovides  for  the  formation  and  maintenance,  by 
means  of  dredging  and  training-dikes,  of  a  channel  varying  in  width 
from  GO  to  75  feet  and  0  feet  deep  at  low  water  from  Center  street,  New- 
ark, to  the  head  of  navigation  at  Dundee  Dam,  Passaic,  a  distance  of 
8J  miles.  The  original  navigable  depth  was  only  2i  feet  low  stage 
and  the  range  of  tides  at  Passaic  City  is  3  feet.  The  river  is  divided 
into  pools,  ha  ving  an  average  depth  of  9  to  10  feet,  by  a  series  of  bars 
named  consecutively,  up-stream  from  Newark,  Middle,  Lime  Kiln, 
Belleville,  Eutherford  Park,  and  Holzman's  bars.  At  all  these  bars 
the  obstructing  material  consisted  of  indurated  rock,  bowlders,  gravel, 
and  sand,  and  the  project  required  a  channel  to  be  cut  through  them 
with  an  average  width  of  60  feet,  with  training-dikes  at  Middle,  Ruther- 
'ford,  and  Bellvilie  bars.  The  amount  expended  to  the  close  of  the  fis- 
cal year  ending  June  30,  1884,  was  $120,128.16,  and  at  that  date  the  im- 
proved channel  at  Middle  Bar  was  1,400  feet  long,  60  feet  wide,  and 
7J  feet  deep,  mean  low  water ;  at  Lime  Kiln  Bar,  2,370  feet  long,  60  to 
75  feet  wide,  and  7  J  feet  deep  ;  at  Belleville,  2,300  feet  long,  75  to  100 
feet  wide,  and  7  feet  deej)  5  at  Rutherford  Park,  2,900  feet  long,  60  feet 
wide,  and  6  feet  deep,  and  at  Holzman's  Bar  1,300  feet  long;  60  feet 
wide,  and  6  feet^/leep,  low  stage.  A  small  bar,  without  name,  above 
Holzman's,  had  also  l)een  dredged  to  give  a  channel  300  feet  long,  60 
feet  wide,  and  6  feet  deep. 

The  amount  expended  during  the  year  ending  June  30,  1885,  was 
$1,299.58,  which  includes  outstanding  liabilities,  and  was  applied  in 
widening  the  channel  at  Lime  Kiln  Bar  to  75  feet,  giving  greater  facili- 
ties for  the  navigation  of  the  upper  river.  This  im])rovement  was  be- 
gun June  10,  1885,  and  is  still  in  progress ;  1,945  cubic  yards  of  mate- 
rial were  removed  during  the  vear  and  deposited  behind  the  Belleville 
dike. 

The  amount  that  can  be  profitably  expended  during  the  fiscal  3'ear 
ending  June  30,  1887,  if  appropriated,  will  be  applied  to  the  opening  of 
a  channel  1,500  feet  long,  75  feet  wide,  and  7  J  feet  deep,  low  stage,  from 
Erie  Railroad  Bridge,  Fourth  avenue,  Newark,  to  connection  with  the 
improved  channel  through  lAIiddle  Bar,  which  is  required  to  meet  the 
demands  of  commerce  due  to  the  continued  extension  up-stream  of  the 
city  wharves. 

The  original  project  of  1872,  for  which  the  estimate  was  $123,924,  has 
been  cnmi)leted,  ami  the  desired  results  have  been  attained  in  accord- 
ance with  the  estimate.  The  improvement  for  which  an  appropriation 
is  recommended  for  the  fiscal  year  ending  June  30,  1887,  was  not  in- 
cluded in  the  project  for  1872,  and  should  be  regarded  as  supplementary 
to  that  project. 


VIII        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


The  navigation  of  the  river  is  now  practicable  throughl^ut  the  year 
from  Newark  to  Passaic  for  river  boats  drawing  5^  feet.  At  Passaic 
navigation  is  obstructed  by  the  Dundee  Dam,  built  by  a  company  pos- 
sessing a  State  charter  to  build  a  canal  from  Passaic  "to  Dundee  Lake, 
above  th6  dam.  It  is  not  advisable  to  make  projects  for  improving  the 
river  above  the  dam  until  the  canal  company  is  forced  to  carry  out  the 
terms  of  its  charter  hy  the  construction  of  a  canal  around  the  dam  with 
6  feet  depth  over  the  miter-sill.  This  question  is  now  before  the  State 
courts.  The  obstruction  offered  by  the  dam  compels  the  commerce  orig- 
inating at  Paterson  to  be  carried  hy  rail  or  through  the  inferior  Morris 
and  Essex  Canal.  The  combined  manufacturing* interests  located  on 
the  Passaic  Eiver  from  Newark  to  Paterson  are  valued  at  $20,000,000. 

The  benefit  to  be  expected  is  the  improved  navigable  facilities  of  the 
river,  causing  an  increase  of  commerce  and  a  diminution  of  expense  to 
manufacturers  and  producers. 

July  1,  1884,  amount  available   >;571  84 

Amount  appropriated*  by  act  approved  July  5,  1884   3.  000  00 

3.571  84 

July  1,  1885,  amount  expended  during  fiscal  year,  exclusive  of 

outstanding  liabilities  July  1,  1884   ,$346  53 

Julv  1,  1885,  outstanding  liabilities   953  05 

  1,299  58 

July  1,  1885,  amount  available   2,  -272  26 

(  Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June  30,  1887     5,  000  00 
/  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
(     harbor  acts  of  1866  and  1867. 

(See  Appendix  F  6.) 

7.  Passaic  River  heloiv  JS'eicarlc^  and  removing  shoals  in  N^etvarJc  Bay^ 
Netv  Jersey. — The  project  for  this  improvement  was  adopted  in  1880 
and  revised  in  1884.  It  provides  for  the  formation  and  maintenance  of 
a  channel,  by  dredging  and  diking,  200  feet  wide  and  10  feet  deep,  mean 
low  water,  from  the  Pennsylvania  Railroad  Bridge  t^t  Centre  street, 
Kewark,  to  Newark  Bay.  The  navigable  depth  at  the  beginning  of  the 
improvement  was  less  than  7  feet,  mean  low  water;  the  average  range 
of  tides  at  Newark  being  4.7  feet.  The  project  provides  for  1,180  feet 
of  diking  in  the  river,  and  12,000  feet  in  Newark  Bay.  None  of  the  first 
and  only  4,705  feet  of  the  latter  have  been  built.  The  amount  ex- 
pended to  the  close  of  the  fiscal  year  ending  June  30,  1881.  was 
$122,991.47.  At  that  date  there  was  a  completed  dike  at  the  entrance, 
running  south  into  Newark  Bay,  4,006  feet  long,  and  the  improved 
channel,  affording  10  feet,  mean  low  water,  had  been  carried  to  Centre 
street,  Newark,  the  upper  limit  of  the  project.  At  the  entrance  the 
channel  width  was  400  feet;  thence  to  New  York  and  Newark  Bridge 
200  feet,  and  thence  to  Centre  street  only  100  feet. 

The  depth  is  sufficient  for  present  purposes,  but  the  widths  are  in- 
adequate for  shipping. 

By  act  of  July  5,  1884,  $25,000  were  appropriated  for  continuing  the 
improvement. 

The  amount  expended  during  the  fiscal  year  ending  June  30,  1885, 
was  $18,291.41,  including  outstanding  liabilities. 

At  that  date  the  dike  at  the  entrance  was  4,705  feet  long;  the  im- 
proved channel  through  the  shoal  in  Newark  Bay  was  2,000  feet  long, 
100  feet  wide  and  10  feet  deep,  mean  low  water;  at  the  entrance  to  the 
river  the  width  was  400  feet  for  500  feet,  thence  to  New  York  and 
Newark  Bridge  200  feet,  and  thence  to  Centre  street  100  feet  only. 


RIVER  AND  HARBOR  IMPROVEMENTS. 


IX 


The  removal  of  the  sboal  in  Xewark  Bay  has  added  greatlj'  to  the 
facilities  for  iiavifiatiii<i'  tlie  river,  by  enabling  vessels  drawing  14  feet 
to  reach  Xewark  at  high  water. 

The  anionnt  that  can  be  i)iofitably  cx])ended  during  the  year  ending 
June  30,  1887,  if  ai)i)ropriated,  will  be  applied  in  extending  the  dike  at 
the  entrance  4,000  feet  southward  to  embrace  the  improved  channel 
through  shoal  below  Passaic  Light,  and  1,000  feet  northward  to  protect 
right  bank  of  river  at  the  entrance  ;  in  building  4,000  feet  of  pile  diking 
in  the  river  between  Zinc  AA'orks  and  the  Toll  Bridge  o])posite  IVjint 
No-Point,  and  in  dredging  30,000  cubic  yards  of  material  from  the  river 
Id  the  vicinity  of  Point  No-Point  for  widening  and  deepening  the  ex- 
isting chaunel.  These  improvements  are  necessary  for  convenience  of 
navigation  of  the  river  and  bay,  and  to  protect  and  maintain  the  exist- 
ing channel.  During  the  early  spring  the  dike  at  the  entrance  was 
damaged  by  ice.  The  repairs  will  be  made  by  agreement  with  the  pres- 
ent contractor  at  a  cost  not  exceeding  $1,315. 

The  estimated  tonnage  of  the  river,  constantly  increasing,  is  1,200,000 
tons,  and  is  carried  by  over  22,000  vessels.  The  city  of  Newark  has  a 
po])ulation  of  over  150,000  souls,  1,400  manufacturing  establishuients, 
employing  40,000  hands,  and  the  total  annual  product  of  all  industries 
is  estimated  at  $70,000,000.    The  capital  invested  is  $30,000,000  or  more. 

The  improvements,  so  far  as  they  have  advanced,  have  been  a  de- 
cided success,  and  have  greatly  increased  the  commercial  standing  o^ 
Newark  ;  and  it  would  seem  as  if  it  will  not  be  long  before  shipping  will 
demand  15  feet,  mean  low  water,  to*the  city. 

-  Since  1878,  when  the  navigable  depth  was  only  7  feet,  mean  low  water, 
the  revenue  collected  at  Newark  has  increased  threefold. 

July  1,  1884,  amount  available   s8  53 

Amount  aiipropriated  by  act  approved  July  5,  1884   25,  000  00 

25,008  53 

July  1,  1885,  amount  expended  during  fiscal  year,  exclusive  cf 

outstanding  liabilities  July  1.  1884  $16,688  12 

July  1,  1885,  outstanding  liabilities   1,609  29 

 18,297  41 

July  1,  1885,  amount  available   6,  711  12 

f  Amouut  (estimated)  required  for  completion  of  existing  project  (revised 

I     1884)     205, 875  00 

<{  Amount  that  can  be  profitably  expended  in  fiscal  yearending  June  30, 1887  125,000  00 
I  Submitted  in  compliance  ^vitli  requirements  of  section  2  of  river  and 
t    harbor  acts  of  1866  and  1867. 

(See  Appendix  F  7.) 

8.  Channel  heticeen  Staten  Island  and  New  Jersey . — The  project  for  this 
improvement,  formed  in  1873,  and  revised  in  1880,  provides  for  the  ex- 
cavation of  a  channel  400  feet  wide  from  the  east  side  of  Shooters 
Island  to  the  deep  water  of  Arthur's  Kill,  the  central  portion  of  which 
for  a  width  of  200  feet  shall  be  13  feet  de])th,  mean  low  water,  and  the 
residue  12  feet.  Training-dikes  were  included  in  the  project  to  main- 
tain the  channels  once  opened  by  dredging.  The  original  condition  of 
the  navigable  channel  was  a  depth  at  the  shoalest  part  of  9J  to  10  feet 
at  mean  low  water,  and  was  not,  therefore,  available  for  the  vast  com- 
merce passing  through  it.    The  mean  range  of  tides  is  4.7  feet. 

The  amount  expended  to  the  close  of  the  fiscal  year  ending  June  30, 
18S4,  was  $92,204.02.  At  that  date  there  was  an'  imi)roved  navigable 
channel  from  Shooter's  Island  to  Elizabethport  300  to  400  feet  wide  and 


X 


REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


12  feet  deep,  mean  low  water,  affording  a  channel  5,000  feet  long,  150 
feet  to  200  feet  wide  and  13  feet  deep,  mean  low  water,  along  the  axis. 

The  amount  expended  during  the  year  ending  June  30,  1885,  was 
$11,307.91. 

The  channel  was  widened  at  the  eastern  entrance  and  at  the  corner 
stake  to  full  400  feet,  and  the  depth  along  the  axis  for  a  width  of  200 
feet  was  made  14  feet,  mean  low  water.  The  amount  that  can  be  i)rofit- 
ably  expended  during  the  year  ending  June  30,  1887,  if  appropriated, 
will  be  applied  toward  the  construction  of  Dyke  B  on  the  south  side 
of  channel,  westward  of  the  Stake  Light,  and  toward  the  removal  by 
dredging  of  any  deposits  which  may  have  taken  pjace  to  obstruct  navi- 
gation since  the  suspension  of  the  work  of  improvement.  The  especial 
benefit  to  be  derived  from  this  improvement  is  the  better  maintenance  of 
the  channel  by  preventing  the  formation  of  shoals. 

The  channel  is  a  most  important  one.  The  gross  annual  tonnage  car- 
ried through  it  is  estimated  at  16,000,000  tons,  having  a  money  valua- 
tion of  $60,000,000.    Over  100,000  vessels  use  the  channel  annually. 


July  1,  1864,  amount  available                                                                  $1,795  38 

Amount  appropriated  by  act  a^jproved  July  5,  1884                                    10,  000  00 

^  ^  '   

11,795  38 

July  1,  1885,  amount  expended  during  fiscal  year,  exclusive  of  outstanding- 
liabilities  July  1,  1884  ^.                                                         11,397  91 

July  1,  1885,  amount  available                                                                       397  47 


Amount  (estimated)  required  for  compleJ:iou  of  existing  project   81,705  00 


)  Auu)unt  tlia  t  can  be  profitably  expended  in  fiscal  year  ending  June  30,1887  35,  000  00 
I  Submitted  in  comi)liance  with  requirements  of  section  2  of  river  and 
1^    harbor  acts  of  1866  and  1867. 

(See  Appendix  F  8.) 

9.  Shreivshtiry  Biver,  Neiv  Jersey. — The  x)resent  i)roject  was  adopted 
in  1879,  and  provides  for  the  for^iation  of  a  channel  6  feet  deep,  mean 
low  water,  from  Sandy  HoOk  to  Eed  Bank  on  the  north  branch,  a  dis- 
tance of  4^  miles,  and  to  Branchport  in  the  south  branch,  a  distance  of 
5  miles.  The  original  condition  of  the  navigable  channel  was  4.3  feet, 
mean  low  water,  at  the  entrance,  3  feet  in  the  north  branch,  and  2.8 
feet  in  the  south  branch.  Tlie  range  of  tides  at  Highland  Bridge 
is  3.6  feet.  The  improvements  wbich  have  been  made  consist  of  a  pile 
dike  at  Crane  Point  on  the  right  bank,  at  the  entrance,  4,021  feet  long; 
an  improved  channel  across  the  bar  2,100  feet  long,  75  feet  wide,  and  6 
feet  deep;  an  imjnwed  channel  from  Island  Beach  to  Highland  Bridge 
1,800  feet  long,  25  to  100  feet  wide,  and  6  feet  deep ;  a  pile  dike  on  right 
bank  of  north  branch,  from  entrance  running  toward  Barley  Point, 
1.885  feet  long;  an  improved  channel  at  Barley  Point  1,300  feet  long, 
100  feet  wide,  and  6  feet  deep,  and  an  improved  channel  at  Oceanic 
Wharf  600  feet  long,  100  feet  wide,  and  6  feet  deep;  a  pile  dike  on  left 
bank  of  south  branch,  at  entrance,  1,8j6  feet  long,  and  an  improved 
channel  there  2,000  feet  long,  100  feet  wide,  and  6  feet  deep  ;  an  im- 
proved channel  above  Seabright  Bridge  400  feet  long,  60  feet  wide,  and 
7  feet  deep,  through  rock  and  cement  gravel ;  a  pile  dike  on  left  bank 
at  Gunning  Island,  leading  to  Pleasure  Bay,  1,513  feet  long  ;  a  i)ile  dike 
on  right  bank  at  Sedge  Island  503  feet  long,  and  an  improved  channel 
3.5t)0  feet  long,  150  feet  wide,  and  6  feet  deep.  The  completion  of  the 
project  requires  the  widening  of  the  improved  channels  in  the  main 
stem,  north  and  south  branches,  to  300'  feet,  and  the  construction  of 
1.940  feet  of  diking  on  the  north  branch,  on  the  right  bank,  at  the  en- 
trance.   The  estimated  cost  of  the  project  was  $244,500. 


f 

RIVER  AND  HARBOR  IMPROVEMENTS. 


XI 


The  amount  expended  to  close  of  fiscal  year  endiii^>'  June  30,  1884, 
was  8193,912.19.  At  that  date  there  was  convenient  navigation,  to  boats 
and  vessels  drawin<>-  5  to  G  feet,  to  Seabright  on  the  south  branch  and 
to  Eed  Bank  on  the  north  bank  at  all  stages  of  the  tide,  and  to  boats 
drawing  not  more  than  4  feet  to  Branchport.  Since  the  suspension  of 
the  imprgvement,  in  1883,  these  dei)ths  have  been  reduced  J  to  1^  feet 
by  shoal  formations  in  both  branches  and  in  the  main  stem  below  the 
Highhmds,  and  it  is  certain  that  the  imi)roved  channels  cannot  be  main- 
tained until  Dike  C,  projected  for  the  right  bank  of  the  north  branch, 
is  c()m})leted.  work  was  done  during  the  year.  The  amount  which 
can  be  profitably  expended  during  the  fiscal  year  ending  eJune30,  1887, 
if  appropriated,  will  be  api)lied  in  completing  Dike  G  a  length  of  1,940 
feet,  and  in  deepening  and  enlarging  the  existing  ch;innels  in  both 
branches,  and  at  the  entrance  below  Crane  Point,  to  full  300  feet,  afford- 
ing 0  feet,  mean  low  water. 

The  benefits  arising  from  these  improvements  will  be  the  better  main- 
tenance of  the  channels  and  a  more  convenient  navigation  of  the  river 
for  the  steadily  increasing  commerce  which  is  attracted  there  by  the 
prosperous  growth  of  the  country  tributary  to  the  Shrewsbury  J-tiver. 

Tlie  annual  tonnage  of  the  river  is  estimated  at  over  500,000  tons, 
with  an  estimated  valuation  of  $3,000,000.  The  estimated  valuation  of 
improved  propert}^  affected  by  the  imi)rovement  is  over  8(3,000,000. 
Four  steamboats  and  1,300  sailing  vessels  do  the  carrying  trade. 


July  1.  1384,  anioiint  available   !B587  81 

July  1, 1885,  amouut  expeuded  during  fiscal  year,  exclusive  of  outstanding 

,  liabilities  July  1,  18ci4  *   10  61 


July  1.  1885,  amount  available   577  20 


r  Amount  (estinnited)  re([uired  for  completion  of  existing  project   50,000  00 

J  Amount  that  can  be  prolitablv  expended  in  liscal  year  ending  June  30, 1887  50,000  00 
j  Submitted  in  compliance  witli  requirements  of  section  2  of  river  and 
1^    harbor  acts  of  18()()  and  1867. 

(See  Appendix  F  9.) 


10.  Eahicay  River,  Kew  Jersey. — The  present  project  was  adopted  in 
1878,  and  contemplates  a  channel  8  feet  deep  at  high  water,  and  vary- 
ing in  width  from  125  to  100  feet  from  Bricktown  up  to  Main  Street 
Bridge,  in  the  town  of  Kahway,  a  distance  of  5  miles  frouj  the  mouth. 
The  original  depth  in  shoalest  i)laces  before  improvement  was  4, feet, 
mean  high  water.  The  range  of  tides  is  4  feet  at  Milton  Avenue  Bridge. 
The  estimated  cost  of  imi)rovement  was  $GG,250.  The  a'nount  expended 
to  the  close  of  the  fiscal  year  ending  June  30,  1884,  was  830,799.30.  At 
that  date  the  improved  channel,  having  7  to  8  feet  depth  at  mean  high 
water,  was  carried  from  Edgar's  Dock  to  Milton  Avennt'  Bridge,  2,900 
feet  long  and  50  to  100  feet  wide,  and  thence,  through  both  draws.  50  to 
100  feet  wide  and  850  feet  long,  to  Chamberlain's  Dock.  ^s"o  work  of 
improvement  was  done  during  the  year. 

The  commerce  of  the  river  has  not  increased  over  that  of  last  year, 
when  the  imports  and  exports  were  estimated  at  50,000  tons. 

The  town  of  liahway,  afthe  head  of  navigation,  is  an  important  manu- 
facturing town  of  8,000  inhabitants.  Manufactures  and  trade  are  now 
much  dei)ressed.  As  t^iie  stream  artbrds  ample  dei)ths  of  water  for  the 
few  vessels  which  use  it,  no  appropriation  is  asked  for  continuing  the 
improvement  for  the  fiscal  year  ending  June  30,  1887. 

July  1.  1884,  amount  available   8-200  70 

July  1.  1885,  amount  available  i   200  70 


XII         REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 

Amount  (estimated)  required  for  completion  of  existing  project   S'29,  "250  Oi> 

Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
I     harbor  acts  of  1866  and  1867. 

(See  At)pendix  F  10.) 

11.  Elizabeth  River ^  N'ew  Jersey. — The  improvement  of  this  rivev  was- 
commenced  in  1879,  in  accordance  with  the  authorized  project,  which 
contemplates  the  formation  of  a  channel  60  feet  wide  and  7  feet  deep  at 
mean  high  water  from  the  mouth  of  the  river  to  the  head  of  navigation 
at  Stone  Bridge,  at  the  Broad  Street  Crossing,  a  distance  of  2J  miles. 
The  original  depth  in  shoalest  part  before  improvement  was  3  feet,  ap- 
proximately, mean  high  water.  The  range  of  tides  is  3  feet,  ap])roxi- 
mately,  at  Stone  Bridge.  The  amount  expended  up  to  close  of  fiscal  year 
ending  June  30,  1884,  was  $26,398.36,  and  the  improved  channel,  7',200 
feet  long,  50  feet  wide,  and  7  feet  deep,  mean  high  water,  was  carried  to 
near  Bridge  Street  Bridge  in  the  town  of  Elizabeth.  No  work  of  im- 
provement was  done  during  the  year.  The  stream  has  all  required 
navigable  facilities  for  small  sailing  vessels  and  canal  barges  which  use 
it.    The  annual  tonnage  of  the  river  is  30,000  tons. 

Xo  appropriation  is  asked  for  continuing  the  improvement  during  the 
fiscal  year  ending  June  30,  1887. 

July  1,  1884,  amount  available   sBOl  64 

July  1,  1885,  amount  available   601  64 


Amount  (estimated)  required  for  completion  of  existing  project   16,  160  00 

Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 

(See  Appendix  F  11.) 

12.  Wpoclhridge  CrteJc,  New  Jersey.— The  project  for  this  improvement, 
adopted  in  1878,  provides  for  dredging  a  channel  80  feet  wide,  12  feet 
deep,  mean  high  water,  and  4,800  feet  long  from  the  entrance  to  Town 
Dock,  a  distance  of  2  miles,  and  for  the  construction  of  a  timber  dike  on 
left  bank  below  Town  Dock  516  feet  long.  The  original  depth  at  the  en- 
trance was  9^  feet,  mean  high  water,  and  at  Town  Dock  6^  fe^t.  The 
range  of  tides  is  5  feet,  approximatel}'. 

The  amount  expended  to  the  close  of  the  fiscal  year  ending  June  30, 
1884,was  $19,000,  and  the  improved  channel  had  been  carried,  50  to  80  feet 
wide  and  12  feet  deep,  mean  high  water,  to  Cutter's  Glay  Dock  ;  and 
thence  to  Valentine's  Dock  it  has  a  width  of  25  feet  only.  No  work 
was  done  during  the  year.  The  practical  result  of  the  improvement  is 
a  navigable  channel  from  the  entrance  to  Cutter's  Dock  §0  to  80  feet 
wide,  2,800  feet  long,  and  12  feet  deep  at  mean  high  water ;  and  thence 
to  Valentine's  Dock  25  feet  wide,  800  feet  long,  and  12  feet  deep,  and 
thence  to  above  Town  Dock  80  feet  wide,  1,200  feet  long,  and  9  feet 
deep,  mean  high  water.  The  timber  dike  on  left  bank  below  Town 
Dock,  516  feet  long,  was  also  built.  The  amount  that  can  be  profit- 
ably expended  during  the  year  ending  June  30,  1887,  if  appropriated, 
will  be  applied  in  making  the  improved  channel  uniformly  80  feet  wide 
and  12  feet  deep,  mean  high  water,  from  below  Valentine's  Dock  to 
Town  Dock.  The  advantages  to  be  expected  from  the  improvement 
are  increased  facilities  for  the  navigation  of  the  upper  reach  of  the 
river,  where  extensive  manufactories  of  clay  products  are  located.  The 
average  tonnage  of  the  creek  for  a  series  of  years  is  120,000  tons,  which 
has  an  estimated  annual  valuation  of  $1,000,000. 

The  vessels  which  use  the  river  number  1,200,  and  have  a  maximum 
draught  of  10  feet. 


KIVER  AND  HARBOR  IMPROVEMENTS. 


XIII 


Amount  (estimated)  required  for  completion  of  existing  project  $10,000  00 

Amount  that  can  be  protitably  expended  in  fiscal  year  ending  June  30, 1887.  10,  000  00 
Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1806  and  1867. 

(See  Appendix  F  12.) 

13.  Manasquan  Birer^  iVezr  Jersey. — The  ])rosent  project  was  a(loi)te(l 
iu  1879,  and  has  for  its  object  the  oj)eiiin.u'  of  a  direct  cliannel-way 
across  the  beach,  and  protectinfi'  the  same  from  the  dow  of  the  tidal 
currents  between  the  river  and  the  ocean,  so  as  to  obtain  and  maintain 
a  suitable  depth  for  the  passage  of  vessels  similar  to  those  now  em- 
ployed on  the  basins  of  the  river  above  its  mouth,  and  for  coasters  of 
light  draught,  the  original  depth  on  the  outer  bar  varying  from  1  foot 
to  l.i>  feet,  mean  low  water.  The  original  ])roject  contemplates  the  con- 
struction of  a  north  jetty  1,G00  to  2,000  feet  long,  a  south  jetty  oOO  to 
1,000  leet  long,  and  the  dredging  of  the  inner  basin  2,000  feet  long,  200 
feet  wide,  and  5  feet  deep,  mean  low  water,  at  an  estimated  cost  of 
$72,000.    The  range  of  tides  is  3  feet,  approximately. 

The  amount  expended  to  the  close  of  the  fiscal  year  ending  June  30, 
1884,  was  $39,000.  At  that  date  the  improvement  consisted  of  a  north 
jetty,  built  of  creosoted  timber,  1,515  feet  long,  and  of  a  south  jetty  475 
feet  long.  The  channel  embraced  between  the  jetties  was  200  feet  wide 
and  G  feet  deep,  mean  low  water.  The  least  water  on  the  outer  bar  was 
3  to  3^  feet,  mean  low  water,  and  in  the  inner  harbor  4  to  G  feet,  mean 
low  w;>ter.  No  work  of  improvement  was  done  during  the  year.  The 
amount  expended  during  the  year  ending  June  30,  1885,  was  nothing. 
'  The  amount  that  can  be  profitably  expended  during  the  fiscal  year 
ending  June  30,  1887,  if  appropriated,  will  be  applied  towards  the  re- 
moval of  the  shoal  at  the  mouth  of  the  inner  harbor,  and  the  extension 
of  both  jetties  300  feet  each.  By  this  im}nx^vement  it  is  expected  that 
the  dei)th  of  water  on  the  bar  will  be  increased  to  4  feet,  mean  low 
water,  and  that  the  local  commerce  will  be  developed. 

The  country  drained  by  the  Manasquan  is  estinuited  at  80  square 
miles;  the  farms  are  fertile  and  productive,  and  the  commerce  is  and 
has  been  small  only  because  producers  have  no  convenient  port  for 
shipments. 

f  Amount  (estimated)  required  for  completion  of  existing  project  §33,  000 

I  Amount  that  can  be  protitably  expended  in  fiscal  year  ending  June  30, 1887..    25,  000 
]  Submitted  in  compliance  with  requirements  of  section  2  of  river  and  harbor 
I    acts  of  1866  and  1867, 

(Jree  Appendix  F  13.) 

14.  Rarihin  Bay,  Ncic  Jersey. — The  present  project  was  adoj)ted  in 
1880.  and  provides  for  the  oi)ening  by  diedging  of  a  channel  through 
the  shoal  to  the  eastward  of  Seguine  Point,  Stat<^n  Island,  8,000  feet 
long,  300  feet  wide,  and  21  feet  deep,  mean  low  water. 

It  was  revised  in  1884  so  as  to  provide  for  a  channel  4,000  feet  long, 
300  feet  wide,  and  21  feet  deep,  around  Ward's  Point,  leading  to  Perth 
Aml)()y,  and  again  iu  1885  so  as  to  give  15  feet,  mean  low  water,  to 
South  Amboy  in  a  channel  4,500  feet  long  and  300  feet  in  width. 

The  least  depth  on  the  shoal  east  of  Seguine  Point  before  the  im- 
provement began  was  only  14J  feet,  mean  low  water,  and  the  existing 
depths  over  the  sluTals  in  the  channel  leading  to  Perth  Amboy  and- 
South  Amboy  are  19  feet  and  12i  feet,  respectively. 

Tlie  range  of  tides  at  Pertli  Amboy  is  5.1  feet.  The  amount  ex- 
pended to  June  30,  1884,  was  $98,308.84.  At  that  date  the  improved 
channel  across  the  shoal  east  of  Seguine  Point  was  8,000  feet  long,  21 


XIV        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


feet  deep,  mean  low  water,  and  240  feet  wide,  except  at  the  western  end, 
for  the  last  2,000  feet,  where  it  was  only  200  feet  wide. 

The  depth  was  sufficient  for  vessels  drawing  20  feet  at  all  stages  of 
the  tide,* but  was  not  wide  enough  for  convenient  navigation  hy  sailing 
vessels. 

Tlie  amount  available  Jul}-  1,  1884,  was  $1,6;)!. IG.  By  act  of  July  5, 
1884,  $20,000  were  appropriated  for  continuing  the  improvement. 

During  the  fiscal  year  112,657  cubic  3-ards  of  material  .were  re  moved 
(of  this  amount  2,403  cubic  yards  were  illegally  dumped  by  contractor 
and  not  paid  for),  by  which  the  original  x)roject  w^s  completed.  A  sur- 
vey made  in  May,  1>=85,  showed  that  the  full  depth  of  21  feet,  mean  low 
water,  existed  everywhere  for  a  width  of  200  feet.  Along  the  axis,  but 
beyond  that  width,  near  the  center  of  the  cut,  the  channel  bad  been 
narro  wed  by  the  leveling  of  the  sides  of  the  cut  by  the  action  of  tidal 
currents.  At  the  entrance  the  width  of  300  feet  was  well  maintained, 
but  the  average  width  of  channel  across  the  shoal  was  only  about  250 
feet. 

The  amount  that  can  be  profitably  expended  during  the  year,  if  ap- 
propriated, will  be  applied  in  removing  the  shoals  in  the  improved 
channel  due  to  tidal  action  ;  in  opening  a  channel  4,000  feet  long,  300 
feet  wide,  and  21  feet  deep,  mean  low  water,  around  Ward's  Point  on 
the  approach  to  Perth  Amboy ;  and  in  opening  a  channel  from  Great 
Beds  Light  to  South  Amboy,  4,500  feet  long,  300  feet  \yide,  and  15  feet 
deep,,  mean"  low  water. 

These  improvements,  supplementary  to  the  original  project,  are  ren- 
dered necessary  for  the  accommodation  of  the  large  and  increasing 
traffic  through  the  main  channel  in  Raritan  Bay,  and  in  the  two  branches 
leading  to  the  Am  boys,  both  for  the  local  commerce  of  the  bay  and  for 
that  which  goes  south  through  the  Raritan  River,  and  the  Delaware 
and  Raritan  Canal,  which  starts  at  New  Brunswick  and  connects  with 
the  Delaware  River  at  Trenton. 

The  annual  tonnage  of  the  Raritan  Bay  Channel  to  the  Amboys,  and 
the  Delaware  and  Raritan  Canal,  for  freight  actually  carried,  is  over 
7,000,000  tons,  and  has  an  estimated  valuation  of  $37,(327,332. 

The  improvements  will  give  greatly  increased  facilities  to  deep-draught 
vessels  for  reaching  the  wharves  at  the  Amboys,  and  to  light-draught 
vessels  and  steamers  for  entering  the  Raritan  River.  The  number  of 
vessels  engaged  in  this  commerce  is  estimated  at  16,000. 

July  1,  i884,  amount  available  . .,   81,  (391  16 

Amount  appropriated  by  act  approved  July  5, 1884    20.  000  00 

•21.  im  16 

July  1, 1885,  amount  expended  during  fiscal  year,  exclusive  of  outstanding 

liabilities  July  1, 1884   *J0, 966  46 

July  1, 1885,  amount  available   T'24  70 

{Amount  (estimated)  required  for  com])letion  of  existing  revised  project.  114,  000  00 
Amounttbatcan  be  profitably  expended  infiscalyearending  Juue30, 1887.  114,  000  00 
Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 

(See  Appendix  F  14.) 

15.  Raritan  River.,  New  Jersey. — The  project  originally  ado])ted  in 
1874  had  for  its  object  to  dike  and  dredge  at  the  Stakes  and  3liddle 
Ground  and  to  remove  other  shoals  up  to  ^^ew  Brunswick,  so  as  to  make 
a  channel  200  feet  wide,  affording  10  feet  depth  at  mean  low  water,  from 
the  mouth  to  New  Brunswick,  a  distance  of  12  miles. 

It  was  modified  in  1881  so  as  to  provide,  in  addition,  the  opening  of 


RIVER  AND  HARBOR  IMPROVEMENTS. 


XV 


South  Chaunel  13,000  feet  loiio^,  100  feet  wide,  and  5 J  feet  dee]>,  iiieau 
low  water,  starting  near  Kearney's  lower  dock,  south  of  the  Stakes,'' 
following  the  riglit  bank  closely  to  Wliitehead's  lower  dock,  and  thence 
l)assing  to  the  main  channel  through  an  opening  in  the  dike  at  the  lower 
end  of  Crab  Island. 

The  original  condition  of  the  navigation  was  an  intricate  cliannel  at 
the  Stakes  of  7  feet  at  mean  low  water  and  of  G. L  feet  on  the  .Middle 
Ground,  and  of  7  to  8  feet  at  mean  low  \vater  upon  the  other  shoals  as 
far  up  as  New  Brunswick. 

The  range  of  tides  at  New  Brunswick  is  5.50  feet. 

The  total  amount  expended  to  the  close  of  the  fiscal  year  ending  June 
30,  1885,  was  8129,922.90. 

The  work  of  improvement  had  been  carried  progressively  up-stream 
from  the  mouth,  and  at  that  date  the  dredged  channel  at  the  "Stakes," 
2 J  miles  from  South  Ambo}',  was  1,000  feet  long,  200  feet  wide,  iuid  12 
feet  deep,  mean  low  water,  except  for  a  short  distance  at  the  lower  end, 
"where  the  depth  was  only  9  feet;  and  the  protecting  dike  on  the  left 
bank  had  been  bui't  for  a  length  of  1,097  feet.  At  the  "  Middle  Ground." 
2  miles  above,  the  dredged  chaunel  was  5,300  feet  long,  130  feet  wide,  and 
12  feet  deep,  mean  low  water,  and  the  projected  dike  on  the  right  bank 
had  a  completed  length  of  10,595  feet,  and  on  the  left  bank  2,600  feet. 
By  the  construction  of  these  dikes  the  river,  which  was  originally  1,(300 
to  3,400  feet  wide,  was  contracted  to  a  width  of  800  feet ;  the  alignment 
of  the  deep-water  channel  was  made  direct,  and  the  formation  of  shoals 
was  prevented  by  the  protection  given  to  the  banks.  At  Rocky  Reach, 
near  Whitehead's  Sand  Dock,  where  the  obstructions  consisted  originally 
of  a  rock}^  ledge  covered  with  bowlders,  clay,  gravel,  and  sand,  the  im- 
proved channel,  opened  by  drilling,  blasting,  and  dredging,  was  1,000  to 
1,100  feet  long,  100  feet  wide,  and  12  feet  deep,  and  the  south  channel  liad 
been  opened  1,000  feet  long,  100  feet  wide,  and  5^  feet  deep.  The  work 
of  improvement  had  not  been  carried  above  Rocky  Reach  further  than 
to  remove  loose  bowlders  from  difiterent  i)arts  of  the  channel  from  Rocky 
Reach  to  the  canal  entrance,  of  which  the  estimate  to  May,  1880,  was 
38,106  cubic  yards.  So  far  as  improved  the  channel  meets  the  wants 
of  the  large  commerce  of  the  river,  but  in  the  upper  reach,  near  New 
Brunswick,  shipping  experiences  many  delays  on  account  of  shoal 
water. 

By  act  of  July  5,  1884,  the  sum  of  $35,000  was  appropriated  to  con- 
tinue the  improvement.  The  amount  expended  during  the  fiscal  year 
ending  June  30,  1885,  was  $20,482.87,  and  was  apjdied  in  opening  a 
channel  from  Acken's  Wharf  behind  the  dike  at  the  "  Stakes"  500  feet 
long,  50  feet  wide,  and  6  feet  deep,  mean  low  water,  to  the  main  chau- 
nel ;  in  opening  channel  100  feet  long,  120  feet  wide,  and  9  feet  deep 
across  shoal,  which  had  formed  during  the  winter  opposite  Bishop's 
dock,  and  in  the  continuation  of  the  improvement  at  Rocky  Reach  by 
drilling,  blasting,  and  dredging  the  reef,  by  which  the  improved  chan- 
nel was  made  1,000  to  1,100  feet  long,  180  feet  wide,  and  12  feet  deep, 
mean  low  water. 

Three  hundred  feet  of  the  tenth  or  last  cut  was  also  excavated,  aud 
when  carried  across  Jthe  reef  will  complete  the  project  there.  Thedikes 
at  the  Stakes"  and  at  the  middle  ground  were  injured  by  floating  ice 
during  the  early  spring. 

Estimates  for  the  repairs  were  approved  but  no  work  was  done.  The 
amount  that  can  be  profitably  expended  during  the  fiscal  year  ending- 
June  30,  1887,  if  approi)riated,  will  be  applied,  in  accordance  with  pro- 
ject, in  dredging  100,000  cubic  yards  of  material  from  the  shoals  from 


XVl        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


Martin's  Creek  to  above  Martin's  Dock,  and  in  blasting  and  dredging 
5,000  cnbic  yards  of  solid  rock  from  the  channel  above  Martin's  Dock. 
Tliese  improvements  will  extend  deep  navigation  a  distance  of  2  miles, 
and  diminish  existing  delays  at  the  shoals  at  low  tide. 

The  annual  tonnage  of  the  river  which  passes  through  the  canal  is 
3,955,318  tons,  and  of  the  river  proper  is  9,204,637  tons. 

The  money  value  of  the  commerce  benefited  by  the  improvement  is 
estimated  at  $40,000,000. 

The  benefit  to  be  expected  from  the  improvement  is  that  accruing  to 
a  large  local  commerce  between  New  Jersey  and  New  York,  and  to  that 
extensive  inter-State  commerce  which  exists  between  New  York  and 
the  States  to  the  southward  which  are  reached  by  the  Delaware  and 
Earitan  Canal. 


July  \,  1884,  amount  available   $739  88 

Amount  appropriated  by  act  approved  July  5,  ld84   35,  000  00 


35,739  88 

July  1,  1885,  amount  expended  during  fiscal  year,  exclusive  of 

outstanding  liabilities  July  1,  1884    |20,  482  87 

July  1,  1885,  outstanding  liabilities   4,529  60 

  25,012  47 

July  1,  1885,  amount  available   10,727  41 


r  Amount  (estimated)  required  for  completion,  of  existing  project  1,648,662  05 

I  Amounttliatcanbeprolitablyexpendedinfiscalyearending  June  30, 1887  100,000  00 
I  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
I    b arbor  acts  of  1866  and  1867. 

(See  Appendix  F  15.) 

10.  Mattawan  Creel%  Wew  Jersey/. — The  project  for  this  improvement  was 
adoi)ted  in  1881,  the  object  being  to  afford  a  channel  100  feet  wide  ard 
4  feet  deep,  mean  low  water,  from  the  mouth  to  Winksou's  Creek,  and 
thence  to  head  of  navigation  at  Long  Branch  Eailroad  crossing,  75  feet 
wide  and  4  feet  deep,  a  distance  of  2  miles  from  the  entrance,  at  an 
estimated  cost  of  $33,120. 

The  original  depth  was  2  feet,  mean  low  water,  in  a  narrow  channel,  and 
it  was  not  therefore  available  for  commerce.  The  range  of  tides  is  4.7 
feet.  The  amount  expended  to  close  of  year  ending  June  30,  1884,  was 
$21,000.  No  work  of  improvement  was  done  during  the  year.  There 
is  now  an  improved  channel  affording  4  feet  de])th,  mean  low  w^ater,  00 
to  100  feet  wide  from  the  entrance  to  a  point  GOO  feet  above  the  Bi  ick 
Factory,  and  thence  30  to  50  feet  wide  to  the  head  of  navigation  al 
Mattawan.  The  amount  that  can  be  profitably  expended  during  the 
fiscal  5  ear  ending  June  30,  1887,  if  appropriated,  will  be  used  in  mak- 
ing the  improved  channel  75  feet  wide  and  4  feet  deep,  mean  low  water, 
to  the  head  of  navigation.  This  improvement  will  make  the  navigation 
of  the  river  much  more  conv^enient,  and  will  materially  increase  the 
commercial  importance  of  Mattawan. 

The  area  drained  by  the  river  and  particularly  benefited  by  the  im- 
provement contains  50  square  miles  and  a  population  of  9,000  souls. 

The  average  tonnage  carried  for  a  series  of  years  is  130,000  tons,  which 
has  an  estimated  valuation  of  over  $2,000,000. 

r Amount  (estimated)  required  for  completion  of  existing  project  $12^120  00 

J  Amountthat  can  be  profitably  expended  in  fiscal  year  ending  June  30,1887.    9,  000  00 
I  Submitted  in  compliance  witli  requirements  of  section  2  of  river  and  harbor 
L    acts  of  1866  and  1867. 

(See  Appendix  F  16.) 


RIVER  AND  HARBOR  IMPROVEMENTS. 


XVII 


17.  Key  port  Harbor^  New  Jersey. — The  present  project  was  adoi)ted  in 
1873,  and  provides  for  a  cbanuel  200  feet  wide,  4,700  feet  long,  and  8 
feet  deep  at  mean  low  water,  from  Key  port  Wharf  to  the  8-foot  curve, 
mean  low  water,  of  Raritan  Bay. 

The  original  condition  of  the  navigable  channel  was  a  depth  of  only 
feet,  mean  low  water,  and  was  hot,  therefore,  available  for  commerce 
at  half  tide. 

The  range  of  tides  is  4.7  feet,  ai)proximately.  The  amount  expended 
to  June  30, 1884,  was  $20,172.06.  At  that  date  there  was  an  improved 
channel  4,700  feet  long,  200  feet  wide,  and  8  feet  deep,  mean  low  water, 
except  for  a  short  distance  on  the  inside,  where  the  width  was  only  160 
feet. 

The  amount  that  can  be  profitably  expended  during  the  year  ending 
June  30,  1887,  if  appropriated,  will  be  applied  so  as  to  give  the  im- 
proved channel  a  uniform  width  of  200  feet  throughout,  and  also  to  re- 
move any  deposits  that  may  have  caused  shoalings  since  the  work  of 
improvement  was  suspended  in  1883»- 

The  gross  tonnage  of  the  vessels  using  the  channel  is  estimated  at 
1,800,000  tons,  having  an  estimated  valuation  of  $5,000,000. 

Three  steamboats  and  over  100  sailing  vessels,  with  a  tonnage  vary- 
ing from  15  to  100  tons,  do  the  carrying  trade  of  the  harbor.  Over  one 
hundred  and  fifty  thousand  passengers  were  carried  by  the  steamers 
during  the  year. 

The  benefit  to  be  expected  from  the  improvement  for  which  an  appro- 
priation of  $10,000  is  recommended  is  a  more  convenient  navigation 
of  the  improved  channel,  whose  existing  width  on  the  inside  is  insuffi- 
cient for  easy  handling  of  vessels. 

July  1, 1884,  amount  available   $1,  302  94 

July  1, 1885,  amount  expended  during  fiscal  year,  exclusive  of  outstanding 

liabilities  July  1, 1884    320  75 

July  1, 1885,  amount  available   982  19 

Amount  (estimated)  required  for  completion  of  existing  project   10,000  00 

Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June  30, 1887    10,  000  00 
Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 

(See  Appendix  F  17.) 

18.  South  River,  Neic  Jersey. — The  project  for  this  improvement  was 
adopted  in  1880.  The  original  condition  of  the  navigable  channel  was 
a  false  direction  of  the  canal  mouth,  with  a  depth  there  of  3^  feet  at  mean 
low  water;  thence  up  to  Little  Washington,  depths  varying  from  3.1 
to  11.6  feet  at  mean  low  water;  thence  to  Bissett's  Brick-Yard,  depths 
varying  from  2.8  to  10.1  feet  at  mean  low  water,  and  thence  to  Old  Bridge, 
depths  varying  from  2.1  to  12.5  feet  at  mean  low  water. 

There  are  several  sharp  bends  above  Little  Wasliington,  where  it  will 
be  expedient  to  straighten  the  course  occasionally  by  cuts. 

The  originally  adopted  project,  which  has  not  been  modified,  was,  to 
change  the  outlet  of  the  river  below  Pettit's,  to  <  ike  and  to  dredge  in 
order  to  obtain  8 feet  atme^n  low  water  up  to  Little  Washington;  thence 
to  straighten  the  course,  dike  and  dredge  up  to  Bissett's  Brick-Yard  in 
order  to  obtain  6  feet  at  mean  low  water,  and,  finally,  to  straighten  tbe 
course,  dike  and  dredge  to  Old  Bridge,  in  order  to  obtain  4  feet  at  mean 
low  water.    The  range  of  tides  is  5  feet  approximately. 

The  amount  expended  to  the  close  of  the  fiscal  year  ending  June  30, 
1884,  was  $55,617.37.  At  tbat  date  the  several  dikes  projected  for  the 
improvement  of  the  canal  and  of  the  South  Kiver  below  Washington, 

AP  F  II 


XVIII      REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


aggregating  5,896  feet  in  length,  were  completed,  though  not  entirely 
filled  with  stone,  and  the  artificial  cut-off  called  Little  Ditch,"  near 
Washington,  was  closed. 

No  part  of  the  channel  either  in  canal  or  in  the  river  proper  had  been 
deepened  by  dredging.  No  work  of  improvement  was  done  during  the 
year  The  amount  that  can  be  profitably  expended  during  the  fiscal 
year  ending  June  30,  1887,  if  appropriated,  will  be  used  in  deepening 
the  canafj  whose  banks  have  been  protected  by  dikes,  and  in  removing 
the  shoals  in  South  River  below  Washington,  abreast  of  Dike  "F,"  so 
that  vessels  drawing  8  feet  may  reach  Washington  at  low  tide. 

The  commerce  of  the  river  amounts  to  397,000  tons  annually,  with  an 
estimated  valuation  of  $1,852,000.  It  is  composed  chiefly  of  brick,  coal, 
lumber,  fertilizers,  fruit,  and  general  merchandise. 

It  is  expected  that  the  completion  of  the  improvement  will  consider- 
ably increase  the  tonnage  of  the  river  by  the  encouragement  given  to 
the  erection  of  new  manufactories. 

July  1,  1884,  amount  available   $382  63 

July  1,  1885,  amount  available   382  63 


Amount  (estimated)  required  for  completion  of  existing  project   138, 695  00 

Amounttbat  can  be  profitably  expended  in  fiscalyear  ending  June  30, 1887   25, 000  00 
Submitted  in  compliance  witb  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 

(See  Appendix  F  18.) 

19.  Gedney^s  Channel,  New  York  Harbor. — The  present  project  was 
adopted  in  1884,  and  provides  for  the  formation  of  a  channel  through 
the  shoal  in  the  west  end  of  Gedney's  Channel  4,000  feet  long,  1,000  feet 
wide,  and  28  feet  deep,  mean  low  water. 

The  original  condition  at  the  entrance  was  a  navigable  channel  with 
a  minimum  width  of  1,200  feet,  in  which  the  maximum  depth  on  the  bar 
was  24  feet,  mean  low  water,  approximately,  and  the  minimum  depth 
23.7  feet,  mean  low  water. 

The  first  approi^riation  for  the  improvement  of  the  channel  was  made 
by  act  of  July  5,  1884,  ax)propriating  $200,000.  It  was  not  based  on 
any  prcA^ously  approved  project,  nor  had  the  War  Dei)artment  been 
previously  directed  to  make  a  survey  of  the  channel  with  the  view  of 
submitting  i)lan  and  estimates  for  its  improvements.  To  determine  the 
condition  of  the  lower  baj^  and  that  of  the  several  channels  over  the 
bar,  a  sur^vey  of  the  entrance  from  Coney  Island  to  Sandy  Hook,  ex- 
tending eastward  to  the  12-fathom  curve  and  westward  to  the  "  west 
bank"  was  directed  by  the  Secretary  of  War,  August  5,  1884,  on  the 
recommendation  of  the  Chief  of  Engineers  after  reference  to,  and  favor- 
able report  from,  the  Board  of  Engineers  for  Kiver  and  Harbor  Improve- 
ments. The  survey  was  begun  in  August,  1884,  and  completed  in  No- 
vember, 1884,  and  the  illustrative  chart  was  transmitted  to  the  Chief  of 
Engineers  accompanied  with  a  report  in  which  it  was  recommended  that 
Gedney\s  Channel  be  improved  by  opening  a  cut  through  the  obstruct- 
ing shoal  in  the  west  end  4,000  feet  long,  30  feet  deep,  mean  lov>^  water, 
and  of  a  width  dependent  on  the  price  bid  for  removal  of  material.  The 
re])()rt  and  estimates  were  re/erred  to  the  Board  of  Engineers,  who  ap- 
proved the  general  project,  but  limited  the  depth  to  be  gained  to  28  feet, 
mean  low  water.  Their  suggestions  were  directed  to  be  carried  out,  and 
on  January  15,  1885,  sealed  proposals,  solicited  by  public  advertise- 
ment, according  to  law,  were  opened  and  a  contract  awarded. 

The  contractor  began  work  on  March  24,  1885,  and  continued  operat- 
ing until  May  13,  when  he  notified  the  officer  of  engineers  in  charge  of 


KIVER  AND  HARBOR  IMPROVEMENTS. 


XIX 


the  work  that  he  found  it  impracticable  to  deepen  the  channel  by  the 
methods  he  used,  and  asked  that  the  contract  be  canceled. 

Proposals  again  invited  were  opened  June  23,  1885,  and  a  new  con- 
tract awarded  July  31,  1885. 

No  diminution  in  depth  has  occurred  in  the  channel  during  the  year, 
and  vessels  drawing  22  feet  can  pass  through  the  channel  at  low  stage 
when  the  sea  is  quiet.  The  average  range  of  tides  at  Sandy  Hook  is 
4.8  feet.  It  is  x)roposed  to  apply  the  appropriation  in  this  way  because 
Congress  specifically  designated  Gedney's  as  the  one  to  be  improved. 
If  the  act  had  been  worded  differently  so  that  the  money  could  have 
been  applied  in  improving  the  bar  at  the  entrance  without  specific  ref- 
erence to  any  one  channel,  no  work  would  probably  have  been  begun 
in  Gedney's  Channel,  but  measures  would  have  been  proposed  for  the 
construction  of  permanent  works  of  improvement,  which  would  have 
based  the  deepening  of  the  water  over  the  bar  upon  works  of  contraction 
at  the  entrance.  In  this  connection  the  Board  of  Engineers  for  Fortifica- 
tions and  for  River  and  Harbor  Improvements  made  a  report  December 
23,  1884  (which  was  transmitted  to  the  House  of  Representatives  and 
printed  as  House  Ex.  Doc.  No.  78,  Forty-eighth  Congress,  second  session), 
upon  the  general  subject  of  obtaining  a  depth  of  30  feet  over  New  York 
Bar.  Their  views  are  entitled  to  careful  consideration,  and  although 
additional  study  as  well  as  experience  will  be  necessarj^  to  define  in  all 
their  detail  the  precise  dimensions  and  other  features  of  the  work  of 
construction  necessary  for  the  permanent  improvement  of  the  bar,  yet 
sufiicient  is  known  to  justify  this  office  in  recommending  a  large  api)ro- 
priation,  not  less  than  $1,000,000,  for  the  commencement  of  a  i)erma-«., 
nent  improvement.  With  regard  to  the  improvement  of  Gedney's 
Channel,  ordered  by  Congress,  and  which  can  be  undertaken  at  the 
preseig;  time  by  the  means  of  some  form  of  dredging,  no  additional  es- 
timate is  submitted  on  account  of  the  purely  experimental  nature  of  the 
undertaking. 

The  amount  reported  below  as  expended  during  the  fiscal  year  end- 
ing June  30,  1885,  was  for  surveys,  engineering,  and  inspection. 

Amouut  appropriated  by  act  approved  July  5,  1884  $200,000  00 

July  1,  1885,  amount  expended  during  tiscal  year,  exclusive  of 

outstanding  liabilities  July  1,  1884    $13,480  65 

July  1,  1885,  outstanding  liabilities   50  00 

 13,530  65 


July  1, 1885,  amount  available  186,469  35 

(See  Appendix  F  19.) 

20.  Eemoving  sunken  vessels  or  craft  obstructing  or  endangering  naviga- 
tion.— The  contractor  for  removal  of  the  wreck  of  steamer  Nankin, 
lying  in  the  Swash  Channel  at  the  entrance  to  New  York  Harbor,  con- 
tinued work  during  the  year  under  his  contract,  and  removed  375  tons 
of  iron,  making  the  total  removed  since  he  began  work  805  tons. 

The  amount  of  iron  yet  to  be  removed  is  200  tons,  approximately,  and 
of  ballast  100  tons. 

The  contract  was  extended  to  August  1,  1885,  by  the  Secretary  of 
War  January  10,  1885,  without  change  in  the  stipulation  that  monthly 
payments  shall  be  nmde  to  the  contractor  proportionate  to  the  quantity 
of  iron  removed,  and  that  the  aggregate  of  the  advance  payments  shall 
not  exceed  $27,000,  the  gross  sum  which  shall  be  paid  to  the  contractor 
for  whollj'  removing  the  wreck,  in  accordance  with  the  original  con- 
tract, dated  July  19,  1883. 


XX  .       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


The  total  of  the  advance  payments  made  to  the  contractor  to  date  is 
$8,087.40,  the  retained  percentage  of  which  is  $1,665.60. 

The  wreck  is  embedded  in  5  to  8  feet  of  sand,  and  there  is  a  depth  of 
23  to  25. feet  of  water  over  it  at  mean  low  water. 

As  it  lies  on  the  west  side  of  the  axis  of  the  channel,  it  will  not  be  a 
dangerous  obstruction  to  navigation  so  long  as  it  is  properly  buoyed. 
It  is  expected  that  the  wreck  will  be  entirely  removed  before  the  close 
of  the  present  summer. 

(See  Appendix  F  20.) 

EXAMINATIONS  AND  SURVEYS  FOR  IMPROVEMENT  TO  COMPLY  WITH 
REQUIREMENTS  OF  THE  RIVER  AND  HARBOR  ACT  OF  JULY  5,  1884. 

The  following  locality  was  examined  by  the  local  engineer  in  charge 
and  not  recommended  for  improvement : 

1.  Baldwin  River ^  New  Yo7%  at  Baldwin  Station,  to  connect  with  Long 
Beach. — The  report  on  this  examination  was  transmitted  to  Oongress 
and  printed  in  House  Ex.  Doc.  No.  71,  Forty-eighth  Congress,  second 
session.    (See  also  Appendix  F  21.) 

And  it  ai^pearing,  after  preliminary  examination  by  the  local  engineer, 
that  the  locality  was  worthy  of  improvement  by  the  Greneral  Govern- 
ment, Major  Gillespie  was  charged  with  and  completed  the  survey  of — 

1.  Eudspn  Kiver,  on  the  Netc  Jersey  side,  from  Weehawlcen  to  Bercpen 
Point,  Hudson  County,  Neiv  Jersey,  with  a  vieiv  to  deepening  the  water  at 
the  wharf  on  that  side. — (See  Appendix  F  22.) 

*  «  *  *  «  *  * 


t 


APPENDIX  F. 


IMPEOVEMENT  OF  RIVERS  AND  HARBORS  IN  THE  VICINITY  OF  THE 
CITY  OF  NEW  YORK,  AND  IN  NORTHERN  NEW  JERSEY— DEEPENING 
GEDNEY'S  CHANNEL  THROUGH  SANDY  HOOK  BAR,  NEW  YORK. 


BEPORT  OF  MAJOB  GEORGE  L.  GILLESPIE,  CORPS  OF  ENGINEERS,  BVT. 
LIEUT.  COL.  U.  S.  A.,  OFFICER  IN  CHARGE  FOR  FISCAL  YEAR  END- 
ING JUNE  30,  1885,  WITH  OTHER  DOCUMENTS  RELATING  TO  THE 
WORKS. 

IMPROVE^rENTS. 


1.  East  Chester  Creek,  New  York. 

2.  Cauarsie  Bay,  New  York. 

3.  Sbeepshead  Bay,  New  York. 

4.  Snmpawanus  Inlet,  New  York. 

5.  Clieeseqnakes  Creek.  New  Jersey. 

6.  Passaic  River  above  Newark.  N.  J. 

7.  Passaic  River  below  Newark,  and  re-  i 

moving  slioale  in  Newark  Bay,  N.  J. 

8.  Cbaunel  between  Staten  Island  and 

New  Jersey. 

9.  Sbrewsbnry  River,  New  Jersey. 
10.  Rabway  River,  New  Jersey. 


11.  Elizabeth  River,  New  Jersey. 

12.  Woodbridoe  Creek,  New  Jersey. 

13.  Manas(iuan  River,  New  Jersey. 

14.  Raritan  Bay,  New  Jersey. 

15.  Raritan  River,  New  Jersey. 

16.  Mattawan  Creek,  New  Jersey. 
I  17.  Keyport  Harbor,  New  Jersey. 

18.  Sonth  River,  New  Jersey. 

19.  Gedney's  Channel,  New  York  Harbor. 

20.  Removing  sunken  vessels  or  craft  ob- 
structing or  endangering  naviga- 
tion. 


EXAMINATIONS  AND  SURVEYS. 


21.  Baldwin  River,  New  York,  at  Bald-  i  22.  Hudson   River  on  the  New  Jersey 
win  Station  to  connect  with  Long  side,  from  Weeliawken  to  Bergen 

Branch.    >  j  Point,  Hudson  County,  N.  J.,  with  a 

j  view  to  deepening  the  water  at  the 

I  wharf  on  that  side. 


United  States  Engineer  Office. 

^'elO  York,  July  31,  1885. 
General  :  I  have  the  honor  to  transmit  herewith  the  annual  reports 
for  the  fiscal  year  ending  June  30,  1885,  of  the  improvements  of  rivers 
and  harbors  and  for  surveys  which  have  been  in  my  charge. 
Very  respectfully',  your  obedient  servant, 

G.  L.  Gillespie, 
Major  of  Engineers, 

Bvt.  Lieut.  CoJ.j  U.  S.  A, 

Brig.  Gen.  John  Xewton, 

Chief  of  Engineers  J  U.  S.  A. 
47  E  737 


738        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 

F  I. 

IMPROVEMENT  OF  EAST  CHESTER  CREEK,  NEW  YORK. 

The  original  condition  of  navigation  was,  between  Town  Dock  and 
Lockwoods,  a  drauglit  of  less  than  7  feet  at  high-water,  through  an  in- 
tricate, crooked,  and  narrow  channel ;  a  draught  in  the  channel  south 
of  Goose  Island  rather  more  than  7  feet  at  high  water,  and  a  dangerous 
reef  of  bowlders  in  close  proximity  to  the  course  of  vessels  in  passing 
the  draw  at  Pelham  Bridge  near  the  entrance. 

The  project  originally  adopted  in  1872  and  modified  in  1873  included 
the  improvement  of  the  river  extending  from  Pelham  Bridge  to  Lock- 
woods  a  distance  of  2^  miles,  so  as  to  provide  9  feet  at  mean  high 
water,  at  an  estimated  cost  of  $136,500.  It  provided  for  the  removal  of 
bowlders  and  gravel  from  the  draw  of  Pelham  Bridge,  for  the  making 
of  a  channel  of  9  to  10  feet  depth  at  high  water  on  the  west  side  of 
Goose  Island  1,500  feet  long  and  125  feet  wide,  the  dredging  of  a  chan- 
nel from  Town  Dock  to  the  first  bend  in  the  river  about  1,000  feet  long, 
100  feet  wide,  and  9  feet  deep,  high  water,  and  its  extension  up  stream  as 
far  as  Lockwoods  by  the  excavation  of  a  cut  through  marsh  meadow  and 
rock  2,000  feet  long,  100  feet  wide,  and  9  feet  deep,  and  the  excavation 
of  a  cut  and  tidal  basin  above  Lockwoods  3,000  feet  loug,  100  feet  wide, 
and  9  feet  deep.  The  modification  of  1873  consisted  of  proposed  timber 
dikes  to  confine  the  channel  on  both  banks  from  above  Town  Dock  to 
near  Pelham  Bridge,  of  which  the  aggregate  length  was  5,800  feet.  The 
amount  expended  to  the  close  of  the  fiscal  year  ending  June  30,  1884, 
was  $53,918.50. 

The  first  appropriation  was  made  by  act  of  March  3, 1873.  Work  was 
suspended  June,  1884,  owing  to  an  exhaustion  of  funds,  at  which  date 
the  bowlders  had  been  removed  from  the  channel  near  Pelham  Bridge, 
the  channel  on  west  side  of  G  oose  Island  had  been  completed,  the  channel 
between  Goose  Island  and  Town  Dock  had  been  opened  2,000  feet  long, 
minimum  width  40  to  45  feet,  widening  to  90  feet  at  Town  Dock,  and  the 
cut  through  the  meadow  and  rock  had  been  excavated  to  Lockwoods,  re- 
ducing the  distance  between  the  docks  from  5,500  feet  to  3,200  feet.  No 
work  has  been  done  on  the  formation  of  the  tidal  basin  projected  above 
Lockwoods,  on  improvement  of  channel  above  Town  Dock,  nor  on  the 
dikes  to  confine  channel  from  the  Town  Dock  to  the  entrance.  The  gen- 
eral level  of  the  banks  is  that  of  high  water,  the  currents  are  sluggish,  and 
the  channel  is  subject  to  deposits  which  cause  shoals.  The  portion  of  the 
river  almost  exclusively  used  by  shipping  is  from  Town  Dock  to  the  mouth. 
The  channel  opened  immediately  below  the  dock,  which  was  excavated 
in  1883-'84,  has  a  minimum  improved  width  of  only  40  to  45  feet.  This 
is  scarcely  sufficient  for  vessels,  and  should  be  widened  everywhere  to 
a  least  width  of  80  feet,  and  for  its  better  maintenance  training-dikes 
are  considered  necessary,  as  the  modified  project  provides. 

The  appropriation  of  $20,000,  which  is  recommended  for  continuing 
the  improvement,  will  be  applied,  if  appropriated,  in  widening  the  chan- 
nel below  Town  Dock  to  80  feet,  by  the  excavation  of  10,000  cubic  yards 
of  material,  and  in  building  1,500  feet  of  diking,  partly  on  both  banks 
for  maintaining  the  imi)roved  channel. 

This  work  is  in  the  collection  district  of  New  York.  Nearest  port  of  entry,  New 
York.  Nearest  light-house,  Stepping  Stones.  Fort  Schuyler  is  the  nearest  fort. 
Amount  of  revenue  collected  during  the  fiscal  year  ending  June  30, 1885,$126,183,873.57. 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  73[> 


The  amount  of  commerce  benefited  by  the  improvement  does  not  dilfer  from  the  esti- 


mate of  $5,500,000  appearing  in  last  year's  report. 

Original  estimate   11136,500  00 

Amount  appropriated  from  March  3,  1873,  to  June  14,  1^84    54,000  00 

Amount  expended  to  June  30,  1885    53,  <»1«  50 

Money  sfatonciit. 

July  1,  1884,  amount  available   S'^^l  50 

July  1,  1885,  amount  available   81  50 

f  Amount  (estimated)  required  for  completion  of  existing  ])roject   8-2,  5(i0  09 


!  Amount  that  can  be  ])rofitably  expended  in  tiscal  year  ondiuL!:  June  30,1887    '20,000  0§ 
)  Submitted  in  compliance  with  requirements  of  section  vJ  of  river  and 
harbor  acts  of  18l)()  and  1807. 


F  2. 

IMPROVEMENT  OF  CANARSIE  BAY,  NEW  YORK. 

The  object  of  this  improvement  is  to  connect  Canarsie  Landing  with, 
the  deep  water  of  Jamaica  Bay  by  a  channel  having  a  depth  of  G  feet 
at  mean  low  water,  the  original  dei)th  across  the  fiats  being  only  4J 
feet.  The  project  for  the  improvement,  which  contemplated  the  forjna- 
tion  of  a  tidal  basin  by  a  system  of  dikes,  was  adopted  in  1879,  at  an 
estimated  cost  of  $88,000.  The  range  of  tides  is  4:.6  feet.  The  amonnt 
available  July  1,  18Si,  was  nothing.  At  that  date  there  was  an  im- 
proved channel  across  the  flats  separating  Canarsie  Landing  from  the 
main  channel  throngh  Jamaica  Bay  3,000  feet  long,  50  feet  wide,  and  6 
feet  deep,  mean  low  water,  which  was  protected  on  the  north  side  by  a 
timber  dike  1,000  feet  long.  The  dike,  3,350  feet  long,  projected  for  the 
south  side  of  the  channel,  has  never  been  commenced,  for  want  of  the 
necessary  means.  Sealed  proposals  were  invited  July  29, 188J:,  by  public 
advertisement  in  the  usual  way,  for  dredging  and  diking  the  channel 
from  Cauarsie  Lauding  to  Jamaica  Bay,  and  on  the  17th  of  Se])tember, 
1884:,  the  contract  was  awarded  to  Henry  Du  Bois'  Sons  for  dredging  at 
35  cents  per  cubic  yard  and  at  829.37  per  linear  foot  for  the  dikiug. 
Work  under  this  contract  commenced  October  9,  and  was  completed 
November  6 ;  7,535  cubic  yards  of  material  were  removed  and  50  feet 
added  to  the  dike  on  the  east  end.  At  the  close  of  the  contract  the 
channel  was  125  feet  wide  at  the  entrance,  diminishing  to  50  feet  wide 
at  Canarsie  Landing,  and  had  everywhere  a  minimum  depth  of  0  feet 
at  mean  low  water.  When  the  ice  which  had  formed  in  the  harbor  dur- 
ing the  winter,  began  to  flow  out  in  the  spring,  large  masses  were  carried 
over  the  dike,  and  several  of  the  piles  were  displaced,  and  the  wa ling- 
timbers  crushed.  These  damages  will  be  repaired  during  the  the  com- 
ing season,  at  a  cost  not  exceeding  $100. 

The  sum  of  $25,000  is  recommended  for  continuing  the  improvement 
during  the  year  ending  June  30,  1887,  and,  if  appropriated,  will  be  ap- 
plied towards  the  construction  of  300  feet  of  the  dike  projected  for  the 
south  side  of  channel,  tlie  extension  eastward  of  the  north  dike  250  feet, 
and  the  widening  to  100  feet  of  the  western  end  of  the  channel  near 
Canarsie  Landing.  Canarsie  is  essentially  a  fishing  harbor,  but  is  also 
used  as  a  resort  by  numerous  yachts,  schooners,  and  sloops  engaged  iu 
other  enterprises.  Oysters,  clams,  codfish,  and  bluefish  to  the  value  of 
$1,500,000  annually  are  shipped  from  the  harbor  to  the  New  York  mar- 


740       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  V.  S.  ARMY. 


kets,  and  during  the  summer  season  two  steamboats  make  regular  daily 
trips  to  and  from  Rockaway  Beacb,  carrying  from  40,000  to  50,000  pas- 
sengers.   It  is  estimated  that  the  capital  invested  ex^^eds  ^35250,000. 

The  success  attained  by  the  application  of  previous  appropriations 
gives  assurance  that  the  project  of  improvement  will  give  the  relief  an- 
ticipated of  its  execution. 

This  work  is  in  the  collection  district  of  New  York,  whicL  is  tlie  nearest  port  of  en- 
try. Nearest  lighthouse  is  Fort  Tompkins  Light,  and  the  nearest  fort  Fort  Hamilton, 
New  York  Harbor.  Amount  of  revenue  collected  at  the  port  of  New  York  during  the 
year  ending  June  30,  1885,  was  $126,183,873.57. 

Original  estimate  ?  S88,  000  00 

Amount  appropriated  to  July  5,  1884   23,000  00 

Amount  expended  to  date   22,513  26 

Money  statement. 

Amount  appropriated  by  act  approved  July  5.  1884    $5,000  00 

Julv  1,  1885,  amount  expended  during  fiscal  year,  exclusive  of  outstanding 

liabilities  July  1,  1884    4,513  26 


July  1, 1885,  amount  available   486  74 

f  Amount  (estimated)  required  for  completion  of  existing  project   65,  000  00 

J  Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June  30, 1887    25,  000  00 
J  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
hart)or  acts  of  1866  and  1867. 


Abstract  of  xyroimsal 


for  improving  Canarsie  Bay,  New  York,  opened  September  17,  1884, 
by  Maj.  G.  L.  Gillespie,  Corps  of  Engineers. 


Names  of  bidders. 


1  I  Eli  j  .all  Braiuard  

2  Heuvy  Du  Bois"  Sons*  

3  Atlantic  Dredging  Company 


Prices  bid 
for  dredg- 
ing per 
cubic  yard. 


Cents. 


Prices  bid 
for  dike 
complete, 
per  linear 
foot. 


$16  90 
29  37 
Omitted  . . 


Date  of  com- 
mencement. 


October  1, 1884 

Omitted  

Omitted  


Date  of  com- 
pletion. 


June  30, 1885. 
June  1, 1885. 
Omitted. 


*  Lowest  bid. 

Contract  awarded  to  Henry  Du  Bois'  Sons,  with  the  ai^proval  of  the  Chief  of  Engi- 
neers. 


F3. 

IMPROVEMENT  OF  SHEEPSHEAD  BAY,  NEW  YORK. 

The  project  for  this  improvement  was  adopted  in  1879,  and  provided 
for  deei^ening  the  entrance  by  means  of  converging  jetties,  and  for  im- 
proving the  interior  channel  by  longitndinal  dikes  so  placed  as  in  some 
instances  to  form  tidal  reservoirs  for  the  scour  of  the  channel.  The 
project  was  revised  in  1881  so  as  to  provide  under  certain  contingencies 
for  the  opening  of  a  cut  to  connect  the  bay  with  Dead  Horse  Inlet,  1,650 
feet  long  and  100  feet  wide,  affording  6  feet  mean  low  water;  for  revet- 
ing  the  banks  of  the  cut,  and  for  dredging  the  interior  channel  to  the 
extent  of  40,000  cubic  yards,  the  estimated  cost  of  the  supplementary 


APPENDIX  F  REPOKT  OF  LIEUT.-COL.  GILLESPIE.  741 


improvement  beiog  $34,200.  The  range  of  tides  is  4.5  feet  approximately. 
At  that  date  there  was  a  channel  connecting;  Sheepshead  Bay  with 
Dead  Ilorse  Inlet  1,500  feet  long,  40  feet  wide,  with  a  minimum  depth 
of  4  feet  at  mean  low  water,  while  at  the  original  entrance  by  the  chan- 
nel around  the  easterly  end  of  Coney  Island  the  bar  was  practically 
bare  at  lowest  tide.  No  work  of  improvement  has  been  done  on  the 
inside.  Sealed  proposals  were  opened  Septembef  17,  1884,  for  enlarg- 
ing the  improved  channel  by  dredging,  and  the  contract  was  awarded 
to  the  Atlantic  Dredging  Company,  the  lowest  bidders,  at  13.J  cents 
per  cubic  yard.  The  autumn  was  unfavorable  for  work,  and  as  the  con- 
tractors were  under  contract  with  private  parties  for  making  imi)rove- 
ments  on  the  Coney  Island  side  of  the  bay,  and  were  arrauping  a  plant 
for  that  special  enterprise  which  would  be  adapted  to  the  Government 
work,  they  were  permitted  to  delay  the  commencement  of  their  con- 
tract until  their  new  plant  was  perfected. 

At  the  close  of  the  fiscal  year  the  contractor  had  not  been  able  to 
commence  work,  owing  to  the  failure  on  the  part  of  the  machinists  to 
perfect  his  plant,  and  his  contract  was  extended  to  October  15,  1885. 
The  improved  channel  has  been  maintained  unimpaired  throughout  the 
year,  and  has  given  great  satisfaction  to  the  shipping  of  the  bay.  The 
owners  of  the  Coney  Island  shore  have  under  consideration  the  erec- 
tion of  a  bulkhead  near  the  low-water  line  along  the  entire  eastern 
shore  of  the  bay  from  the  new  causeway  to  near  Mount  Pleasant. 
When  this  improvement  is  made  the  bay  will  be  deepened  by  dredging, 
and  the  material  which  is  excavated  will  be  thrown  behind  the  bulk- 
head and  graded.  This  will  render  unnecessary  any  longitudinal  dikes 
Through  the  inner  bay  to  train  the  ebb  currents,  and  will  make  the  bay 
more  available  than  it  now  is.  The  sum  of  810,000  is  recommended  for 
the  year  ending  June  30,  1887.  If  appropriated  it  will  be  applied  in 
widening  the  improved  channel  to  100  feet,  and  in  deepening  it  to  6 
feet  mean  low  water,  and  also  in  opening  a  channel  through  a  shoal  at 
the  eastern  end  of  the  bay  2,000  feet  long,  100  feet  wide,  and  6  feet 
deep. 

Over  200  vessels  of  small  draught  engaged  in  legitimate  trade  fre- 
quent the  harbor,  and  clams,  oysters,  and  bluefish  are  shipped  to  Xew 
York  markets  at  an  estimated  annual  value  of  $1,000,000. 

This  work  is  in  the  collection  district  of  New  York,  which  is  the  nearest  port  of 
entry.  Nearest  light-house  Fort  Tompkin's  Light,  and  nearest  fort  Fort  Hamilton, 
New  York  Harbor,  Amount  of  revenue  collected  duriug  the  Hscal  year  endiug  Juno 
30,  1^85,  $1'>2G,183,873.57. 

Original  estimate   $100,  000  00 

Amount  appropriated  to  July  5,  1884   -   l(i,(>00  Of 

Amount  expended  to  June  30,  1885   11.03-2  17 

Money  statement. 

July  1,  1884,  amount  available   .?'i3  75 

Amount  appropriated  by  act  approved  July  5,  1884    5,  WO  00 

r>,  0-J3  75 

July  1,  1885,  amount  expended  during  fiscal  year,  exclusive  of  outstanding 
liabilities  July  1,  1884   1   55  92 

July  1,  1885,  amount  avatlable   4,0G7  83 

—         ■*  ii.— 

f  Amount  (estimated)  required  for  completion  of  existing  i)roject   84,000  00 

1  Auuiuntthatcaubeprofitablyexpendedin  tiscalyearending  June30,  1887    10,000  00 
j  Submitted  iu  com]diance  with  requirements  of  section  2  of  river  and 
L    harbor  acts  of  1860  and  1867. 


742        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


Ahatract  of  proposals  for  improving  Sheepshead  Bay,  New  York,  opened  September  17, 1884, 
hy  Maj.  G.  L.  Gillespie,  Corps  of  Engineers. 


o  3           Xaraes  of  bidders. 

Prices  bid 
for  dredg- 
ing 
l)er  cubic 
yard. 

Date  of  com- 
mencement. 

Date  of  com- 
pletion. 

Kemarks. 

1 

1  1  Joliii  McDerinott  r. .. 

Cents. 
57 

39 
241 
46J 
13i 

Omitted  

Omitted 

June  30, 1885 
Omitted 

Gu  aran  tor's  j  ustification 
not  in  accordance  with 
specifications. 

Lowest  bid,  made  with- 
out condition. 

3  '  Elijah  Brainard  

4  '  Edgar  M.  Payn  ....   

5  j  Atlantic  Dredging  Comically.. 

Oct.  1,  1884 
During  fall.. 
Omitted  

June  30, 1885 
June  30, 1885 
Omitted    . . 

The  contract  was  awarded  to  the  Atlantic  Dredging  Company,  the  lowest  bidders, 
with  the  approval  of  the  Chief  of  Engineers. 


F4. 

IMPROVEMENT  OF  SUMPAWANUS  INLET,  NEW  YORK. 

The  project  for  tliis  improvement  was  adopted  in  1880,  and  has  for  its 
object  to  open  a  channel  4,500  feet  long,  100  to  150  feet  wide,  and  5  feet 
deep  at  mean  low  water,  from  the  5-foot  cnrve  of  the  bay  to  the  town  of 
Babylon.  The  original  navigable  depth  was  2  feet  mean  low  water. 
The  range  of  tides  is  1.1  feet  approximately.  The  amount  available  July 
1,  1884,  for  continuing  the  improvement  was  nothing.  At  that  date 
there  was  an  iuiproved  channel  from  the  bay  to  a  short  distance  inside 
the  wharf,  1,000  feet  long,  75  feet  wide,  and  5  feet  deep  at  mean  low 
water.  No  work  of  improvement  was  done  during  the  year.  Vessels 
which  use  this  inlet  are  much  exposed  at  anchorage  near  the  entrance 
during  easterly  gales,  but  if  the  improv^ed  channel  were  carried  further 
inland,  so  that  they  might  reach  a  quiet  anchorage  in  a  natural  bay 
1,500  feet  from  the  entrance,  the  usefulness  of  the  inlet  would  be  much 
enhanced  for  a  large  nnmber  of  fishing  vessels  of  small  draught.  Baby- 
lon is  a  wealthy  town,  with  a  population  of  5,000.  Capital  invested  in 
diversified  industries  is  estimated  at  $3,000,000,  approximatelj^ 

Two  hundred  vessels  engaged  in  fisljing  in  Great  South  Bay  use 
the  inlet.  One  steamer,  during  eight  months  in  the  year,  makes  regu- 
lar tri[)s  daily  to  and  from  Fire  Island,  and  carries  usually  20,000  to 
25,000  passengers  during  the  season.  The  sum  of  $10,000  can  be  profit- 
ably ex[)ended  during  the  fiscal  year  ending  June  30,  1887,  and,  if  ap- 
propriated, will  be  applied  in  extending  the  improved  channel  towards 
the  town  of  Babylon,  a  distance  of  1,500  feet,  in  a  cut  75  feet  wide  and. 
5  feet  deei),  mean  low  WHter.  The  amount  of  commerce  to  be  benefited 
by  the  improvement  is  estimated  at  $500,000  to  $750,000. 

This  work  is  in  the  collection  district  of  New  York,  which  is  the  nearest  port  of 
ftntry.  Nearest  light-house  is  Fire  Island,  and  the  nearest  fort  is  Fort  Hamilton,  New 
York  Harbor.  Amount  of  revenue  collected  during  the  fiscal  year  ending  June  30, 
18^.'),  1126,18:3,87.3.57. 

Original  (istimate  (revised)   840,000  00 

Amouni  ai)propriated   7,000  00 

Amount  expiended  to  June  30,  1885    6,893  07 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  743 


Money  statement. 

July  1, 1884,  amount  available   $106  93 

July  1,  1885,  amount  available   106  93 

C  Amount  (estimated)  required  for  corapletiou  of  existing  project   33,  000  00 

J  Amounttliatcaubeprofitably expended iu fiscal yearendiug June 30, 1887  10,000  00 


I  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 


F5. 

IMPROVEMENT  OF  CHEESEQUAKES  CREEK,  NEW  JERSEY. 

The  project  for  this  improvement,  adopted  in  1879,  provides  for  cliang- 
iug;  the  outlet  into  a  direction  at  right  angles  with  the  beach,  closing  the 
old  outlet  by  a  sheet-pile  dike532  feet  long,  dredging  channel  through  the 
beach  1,000  feet  long,  200  feet  wide,  and  5  feet  deep,  mean  low  water, 
and  constructing  lateral  stone  jetties  to  confine  the  new  channel,  each. 
1,500  feet  long;  for  constructing  timber  dike  at  mouth  of  Buck  Creek, 
200  feet  long;  for  dredging  from  New  Landing  to  Furnuin's  Dock  a 
channel  400  feet  lojig,  100  feet  wide,  and  4  feet  deep,  cutting  through 
meadow  1,050  feet  long,  100  feet  wide,  and  4  feet  deep,  and  building 
timber  dike  1,000  feet  long;  for  dredging  above  Furman's  Dock  a  chan- 
nel 400  feet  long,  100  feet  wide,  4  feet  deep,  cutting  through  meadow 
650  feet  long,  100  feet  wide,  4  feet  deep,  and  building  timber  dike  300 
feet  long ;  and  for  dredging  a  channel  to  Whitehead's  Dock  1,500  feet 
long,  50  to  100  feet  wide,  and  4  feet  deep.  The  distance  from  mouth  to 
head  of  navigation,  to  which  project  extends,  is  3 J  miles. 

The  range  of  tides  at  the  entrance  is  5.1  feet.  The  amount  expended 
to  the  close  of  the  fiscal  year  ending  June  30, 1884,  was  $39,068.73.  All 
improvements  have  been  n)ade  at  the  entrance,  aiul,  at  that  date,  the  old 
outlet  was  closed  by  the  sheet-pile  dike,  the  new  outlet  was  dredged 
1,600  feet  long,  100  feet  wide,  and  5  feet  deep,  and  the  two  confining 
jetties  had  been  built — the  eastern  jetty  being  925  feet  long,  and  the 
western  995  feet.  No  work  of  improvement  was  done  during  the  year, 
as  there  were  no  funds.  A  recent  examination  was  made  of  the  harbor, 
and  it  was  found  that  the  improvement  had  been  in  nowise  impaired 
since  work  was  suspended.  The  channel  still  maintains  its  depth  of 
5  feet,  mean  low  water,  and  the  sheet-pile  dike  which  closes  the  original 
entrance  was  not  injured  by  ice.  The  stone  jetties  are  well  consolidated 
by  shell-fish. 

The  improved  channel  and  entrance  alfords  ample  facilities  for  the 
existing  commerce  of  the  creek,  and  no  appro]niation  is  needed  at  this 
time  to  continue  the  improvement.  An  ap[)ropriation  of  $5,000  is  rec- 
ommended to  provide  means  for  repairing  damages  to  existing  im- 
provement by  collisions  with  A  essels  or  by  the  action  of  ice.  The  ex- 
ports of  the  creek  consist  princi]ially  of  potter's  clay  and  molding-sand, 
oysters,  fish,  and  vegetables,  and  the  imports  of  general  nunchandise, 
lime,  and  compost.  The.anhual  tonnage  is  50,000  tons.  It  is  stated 
that  about  five  hundred  vessels,  with  an  average  draught  of  5  feet,  use. 
the  harbor  during  the  year.  The  annual  value  of  the  commerce  is  esti- 
mated at  8200,000,  approximately. 

This  work  is  in  the  collecti'on  district  of  Amboy,  N.  J.  ;  nearest  i^ort  of  entry,  Perth 
Amboy,  N.  J. ;  nearest  liglit-liouse.  I'rince's  Bay;  nearest  fort  is  fort  at  Sandy  Hook, 
N.  J.    Amonnt  of  reveune  collected  during  the  tiscal  year  was  ^57,800.6r». 

Original  estimate  (revised)  1..  §90,000  00 

Amount  appropriated  to  date   40,000  00 

Amonnt  expended  to  June  30,  1885   39,  998  43 


744       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


Money  statement. 

July  1,  1884,  amount  available    |31  27 

July  1,  1885,  amount  exnended  (luring  fiscal  year,  exclusive  of  outstanding 

liabilities  July  1,  1884   29  75 

July  1,  1885,  amount  available   I  52 


f  Amount  (estimated)  required  for  completion  of  existing  project   50,  000  00 

I  Amount  that  can  be  profitablj^  expended  in  fiscal  year  ending  June  30,1887     5,  000  00 
I  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
[    harbor  acts  of  1866  and  1867. 


F  6. 

IMPROVEMENT  OF  THE  PASSAIC  RIVER  ABOVE  NEWARK,  NEW  JERSEY. 

The  proposed  improvement  was  adopted  in  1872,  and  provides  for  the 
formation  and  maintenance  by  means  of  dredging  and  training-dikes  of 
a  channel  100  feet  wide  and  6  feet  deep  at  low  water,  from  Clark's  Spool 
Factory  Dock,  Newark,  to  the  head  of  navigation,  a  distance  of  7  miles. 
The  project  was  modified  in  1884  so  as  to  extend  the  improvement  to 
Centre  Street  Bridge  to  connect  with  the  improvement  of  the  lower 
river,  the  original  navigable  depth  being  2J  feet,  approximately,  low 
stage.  The. obstructing  bars  are  known  as  Belville,  Rutherford  Park, 
and  Holzman's  bars,  and  the  character  and  extent  of  the  works  of  im- 
provement for  the  securing  of  a  navigable  channel  through  them  aftbrd- 
ing  6  feet  depth  at  low  stage  are  described  in  detail,  page  538,  Annual 
Rei)ort  of  Chief  of  Engineers,  1880,  Part  1. 

It  may  be  stated  generally  that  the  bars  are  from  1,300  to  3,000  feet 
feet  long,  measured  along  the  channel,  and  the  width  of  improved  chan- 
nels are  from  60  to  75  feet.  At  Belville  Bar  a  great  part  of  the  material 
was  composed  of  indurated  sandstone  and  shale,  and  when  removed 
was  formed  into  a  training-dike  2,000  feet  long,  rising  to  high  water. 
On  the  left  bank,  just  above  Midland  Eailroad  Bridge,  similar  material 
was  encountered  at  Rutherford  Park  Bar,  and  it  was  likewise  used, 
when  removed,  to  form  a  training-dike  on  the  left  bank  2,850  feet  long 
and  part  of  another  on  the  right  bank,  the  projected  length  of  which 
was  1,950  feet,  although  only  about  500  feet  was  completed.  The  river 
embraced  by  these  two  dikes  is  240  feet  wide.  The  material  at  Holz- 
man's Bar  was  bowlders,  overlying  sand,  and  gravel,  and  when  removed 
was  deposited  above  high  water,  on  the  left  bank.  The  improved  chan- 
nel is  here  1,350  feet  long,  50  to  60  feet  wide  and  6  feet  deep.  In  1883, 
the  channels  over  the  foregoing  bars  being  free  from  bowlders  and  dan- 
gerous obstructions,  the  improvement  of  the  bar  below  Midland  Railroad 
(now  Montclair  and  Greenwood  Lake  Railroad)  was  begun.  This  bar  is 
IJ  miles  above  Center  street,  Newark.  In  this  reach  there  are  really 
two  shoals,  separated  by  deep  pools,  one  just  above  Clark's  Si)ool  Fac- 
tory Dock,  known  as  Middle  Bar,  and  the  other  just  below  the  Midland 
Railroad  Bridge,  known  as  Lime  Kiln  Bar.  At  the  first,  the  improved 
channel  was  opened  1,400  feet  long,  60  feet  wide,  and  7  J  feet  deep,  low 
water,  and  at  the  second,  2,370  feet  long,  60  to  75  feet  wide,  and  7J 
feet  deep.  The  material  was  sand  and  gravel  and  bowlders,  and  when 
removed  was  de[)osited  behind  the  Belleville  Dike.  The  3,150  feet  of 
diking  on  the  right  bank  appearing  in  the  project  for  improving  these 
shoals  has  not  been  begun.  The  amount  expended  to  the  close  of  the 
fiscal  year  ending  June  30, 1884,  w^as  $120,428.16.    Sealed  proposals,  in- 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE. 


745 


vited  by  public  advertisement,  were  opened  September  18, 1884,  and  the 
contract  was  awarded  to  Richard  Parrott,  the  lowest  bidder,  at  49  cents 
per  cubic  yard. 

Owing  to  the  lateness  of  tiie  season  and  the  inclement  weather  which 
prevailed  during  the  early  winter  and  late  spring,  work  was  not  com- 
menced till  June  10,  1885.  The  chjinnel  at  Linie  Kiln  Bar  was  widened 
to  75  feet,  and  that  at  Middle  Bar  will  also  be  widened  to  75  feet  under 
the  existing  contract.  The  amount  of  material  removed  was  1,945  cubic 
yards,  all  of  which  was  deposited  behind  the  Belleville  Dike.  The  im- 
I)roved  depths  over  all  the  shoals  improved  have  been  well  maintained, 
and  no  complaints  have  been  heard  from  the  captains  of  the  boats. 
The  depth  in  the  pools  varies  from  9  to  10  feet,  low  stage. 

The  estimate  for  ''limited  improvements,"  under  the  plan  of  1872,  was 
$123,924.  The  plans  have  been  executed  and  the  desired  results  have 
been  attained  at  a  cost  of  $120,774.09. 

The  diking  projected  in  the  estimate  for  Middle  Bar  was  not  built, 
as  has  been  stated,  but  an  equivalent  diking,  included  in  the  estimate 
of  1872  for  "extended  improvements,"  was  built,  as  herein  stated,  at 
Belleville  and  Kutherford  Park  bars.  Since  1872,  the  Lime  Kiln  and 
Middle  bars,  adjacent  to  Newark,  have  grown  slightly,  and  commerce 
has  demanded,  owing  to  the  growth  of  tlie  city  of  Newark,  a  greater 
depth  than  0  feet  low  water  to  the' old  Midland  Kailroad  Bridge.  The 
channel  through  these  two  last  bars  has  in  consequence  been  given  a 
depth  of  7.J  feet,  low  stage,  and  it  is  advisable  and  recommended  that 
the  channel  with  this  increased  depth  be  extended  1,500  feet  to  the  Erie 
Kiiilroad  Bridge  at  Fourth  avenue,  Newark.  This  will  require  the  ex- 
cavation of  10,000  cubic  yards  of  material  at  a  cost  of  $5,000,  and  the 
estimate  of  1872  for  limited  improvements  will  be  increased  to  f  129,000. 

The  extension  of  the  city's  bulkheads  for  solid  filling  seems  to  render 
unnecessary  the  construction  of  the  dike  projected  for  Middle  Bar.  No 
action,  so  far  as  known,  has  been  taken  toward  the  erection  of  a  dam 
across  the  river  at  Belleville  to  protect  the  interests  of  water-supply 
at  Jersey  City,  nor  has  anything  definite  been  determined  by  the  court 
relative  to  the  obligation  of  the  Dundee  Canal  Company  to  open  the 
navigation  of  the  river  above  Dundee  Dam  by  the  construction  of  the 
canal  around  the  dam.  The  country  along  this  river  is  largely  devoted 
to  manufacturing  purposes.  It  is  progressively  improving  in  popula- 
tion and  vested  properties,  and  the  principal  towns  where  manufacto- 
ries are  located  are  Newark,  Belleville,  Passaic,  Dundee,  and  Paterson. 
The  money  invested  is  estimated  at  $20,000,000. 

The  range  of  tides  at  Passaic  is  3  feet  approximately,  and  the  latest 
examinations  show  that  the  foundation  of  Dundee  Dam  is  6.3  feet  above 
the  level  of  mean  high  water. 

The  amount  recommended  for  continuing  the  improvement  for  the  fis- 
cal year  ending  June  30, 1887,  is  $5,000,  and  will  be  applied  towards  the 
opening  of  a  channel  75  feet  wide  and  7J  feet  deep,  low  stage,  from  Erie 
Kailroad  Bridge,  at  Fourth  avenue,  Newark,  to  connection  with  the  im- 
proved channel  through  Middle  Bar,  a  distance  of  1,500  feet. 

This  improvement  is  in  the  collection  district  of  Newark,  which  is  the  nearest  port 
of  entry.  Nearest  light-honse  Passaic  Light.  Fort  Tompiiins  is  tlie  nearest  fort. 
Amount  of  revenue  collected  during  the  year  ending  June  30,  1885,  was  $5,664. 

Original  estimate  for  limited  improvements,  1872    ^123,  92A  00 

Original  estimate  (revised)   129,000  00 

Estimate  for  extended  improvenu^uts,  1872   251,34'J  00 

Amount  appropriated  to  July  5,  1884   124,000  00 

Amount  expended  to  June  30,  1885,  exclusive  of  outstanding  liabilities. .  120,  774  69 


746        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


Money  statement 


July  1,  1884,  amount  available   $571  84 

Amount  appropriated  by  act  approved  July  5,  1884   3,000  00 


3,571  84 

Julv  1,  1885,  amount  expended  during  fiscal  year,  exclusive  of 

outstanding  liabilities  July  1,  18!^4    $346  53 

July  1,  1885,  outstanding  liabilities   953  05 

  1,299  58 


July  1,  1885,  amount  available   2,272  26 


Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June  30,1887     5,  000  00 
Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 


Abstract  of  proposals  for  improving  Passaic  River,  New  Jersey,  ahove  Newark,  opened  Sep- 
tember 18,  1884,  by  Maj.  G.  L.  Gillespie,  Corps  of  Engineers. 


Names  of  bidders. 


J.  H.  Staats  

John  McDermott  ^  

Morris  and  Cumings  Dredging 
Company. 

Richard  Parrott  t  

Frank  Pidgeon  


Prices  bid  for 
dredging  per 
cubic  yard. 


$0  55 


54 


Date  of  commence- 
ment. 


Within  two  weeks  af- 
ter signing  contract. 

Omitted  

Omitted  


Omitted 


Date  of  comple- 
tion. 


Three  weeks  af- 
ter commencing. 

June  30,  1885. 

Thirty  days  after 
commencing. 

Omitted. 


Omitted  I  Omitted. 


*  Justification  of  guarantor  irregular  $5  per  ton  for  bowlders  weighing  over  one-half  ton. 
t  Lowest  bidder. 

Contract  awarded  to  Richard  Parrott,  with  the  approval  of  the  Chief  of  Engineers. 


COMMERCIAL  STATISTICS. 

Trade  has  been  much  depressed  for  the  past  year,  but  the  commerce  of  the  river  has 
remained  practically  the  same  as  stated  in  last  year's  report.  Reference  is  invited  to 
statistics  on  page  739,  Annual  Report,  Chief  of  Engineers,  1884,  Part  I. 


F7. 

IMPROVEMENT  OF  PASSAIC  RIVER,  BELOW  NEWARK,  AND  REMOVING 
SHOALS  IN  NEWARK  BAY,  NEW  JERSEY. 

The  project  for  this  improvement  was  adopted  in  1880,  and  provides 
for  the  formation  and  maintenance,  by  means  of  dred^^ing  and  a  system 
of  training-dikes,  of  a  channel  200  feet  in  width  and  10  feet  in  dei)th  at 
mean  low  water  from  the  Pennsylvania  liailroad  Bridge,  Center  street, 
Newark,  to  Newark  Bay,  the  original  navigable  depth  being  7J  feet  at 
mean  low  water.  The  range  of  tides  at  Newark  is  4.T  feet,  approximately. 
The  project  was  revised  in  1884,  so  as  to  extend  the  improvement  south- 
ward into  Newark  Bay,  by  the  construction  of  8,000  feet  of  diking  in 
extension  of  the  existing  dike  at  the  mouth  of  the  river  and  the  opening 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  747 


of  a  channel  2,000  feet  long,  200  feet  wide,  and  10  feet  deep,  low  stage, 
through  the  shoal  in  Newark  Bay,  abreast  of  Passaic  Light.  Up  to 
oiiue  30,  1884,  the  amount  expended  on  the  project  was  $122,901.47. 

Seale'd  proposals,  invited  by  public  advertisement,  were  opened  Sep- 
tember 17,  1884,  and  the  contract  was  awarded  to  Messrs.  H.  J)u  Bois's 
Sons,  the  lowest  bidders,  for  buihling  700  feet,  more  or  less,  of  diking  in 
Newark  Bay,  at  818  i)er  linear  foot,  and  for  dredging  70,000  cubic  yards, 
more  or  less,  of  material  from  the  bay,  at  10  cents  per  cubic  yard.  Work 
uiider  the  contract  was  begun  November  13, 1884,  an,d  l)y  the  15th  of 
May,  1885,  009  feet  of  the  diking  were  completed  and  filled  with  stone, 
making  the  aggregate  length  of  the  dike  extending  from  the  mouth  of 
the  river  into  Newark  Bay,  abreast  of  Elbow  Beacon,  4,705  feet. 

Work  under  the  contract  for  dredging  was  extended  to  September  1, 
1885.  L^pto  June  30,  1885,  34,509  cubic  yards  of  material  were  removed 
from  the  shoal  in  Newark  Bay,  immediately  south  and  east  of  Passaic 
Light,  making  the  channel  2,000  feet  long,  100  feet  wide,  and  10  feet 
deei),  mean  low  water.  All  the  material  removed  will  be  deposited  be- 
hind the  dike.  The  dike,  at  a  point  about  2,000  feet  from  the  shore  end, 
was  injured  by  ice-jams  early  in  the  spring  of  1885.  The  repairs,  which 
will  be  made  under  a  written  agreement  with  the  present  contractors, 
will  include  6,000  feet  B.  M.  of  oak  sheathing,  furnishing  and  driving 
50  piles,  pulling  into  place  and  bolting  250  piles,  rejdacing  800  feet  B. 
M.  of  i)ine  walling  timbers,  and  supplying  400  cubic  yards  of  stone. 

The  commerce  of  the  river  is  now  so  large  that  it  has  been  found  im- 
perative to  provide  10  feet  depth,  mean  low  water,  in  a  narrow  channel, 
as  early  as  possible,  from  the  lower  Newark  Bay  to  the  city  wharves  at 
Newark. 

The  small  appropriations  available  have  not  been  sufficient  to  give 
everywhere  the  full  channel  width  of  200  feet  required  by  the  project, 
nor  to  begin  any  of  the  diking  projected  for  the  protection  of  the  banks 
or  the  contraction  of  the  channel,  except  at  the  entrance.  The  small 
width  of  100  feet  to  which  the  channel  has  necessarily  been  limited  in 
places  has  caused  a  slight  deterioration  of  depths  by  the  leveling  and 
wearing  (>f  the  banks  ot  the  cats,  which  would  have  been  avoided  had 
the  cuts  been  made  wider,  and  the  total  cost  of  execution  of  the  origi- 
nal project  would  have  been  reduced.  Now  that  10  feet  at  low  stage 
can  be  carried  to  the  city,  it  will  be  advisable  to  begin  some  of  the  dike- 
work  for  the  better  maintenance  of  the  im])roved  channel.  The  dike  at 
the  entrance  should  be  extended  south  through  Newark  Bay,  beyond 
Passaic  Light,  a  distance  of  4,000  feet,  and  northward  at  the  shore-end, 
by  a  light  structure  to  protect  the  banks,  for  a  distance  of  1,000  feet. 
Four  thousand  feet  of  the  dike  projected  for  the  left  bank  between 
zinc  works  and  the  toll  bridge  (page  537,  Annual  Keport  Chief  of  En- 
gineers, 1880,  Part  I),  opposite  Point  No  Point,  should  also  be  Iniilt,  and 
the  channel  along  its  front  should  be  widened  50  feet  and  deepened  2 
or  3  feet.  The  estimated  cost  of  these  necessary  improvements  is  8125,- 
000. 

An  a])])ropriation  of  8125,000  is 'recommended.  The  river  is  used 
princij)ally  by  vessels  drawing  over  10  feet.  Twenty-two  thousand  ves- 
sels passed  the  draw  of  the  New  York  and  Newark  liailroad  Bridge  dur- 
ing the  year.  The  city  of  Newark  has  a  population  of  over  150,000 
souls,  1,400  manufacturing  establishments,  employing  40.000  hands,  and 
the  total  annual  product  of  the  diversified  industries  is  estimated  at 
870,000,000.. 

The  annual  tonnage  of  the  river  is  estimated  at  1,200,000  tons.   It  is 

 »— 


748        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


transportation  of  the  freights  originating  at  Newark,  Passaic,  and  Pat- 
erson,  and  great  liberality  should  be  shown  by  the  General  Government 
in  its  improvement  and  maintenance.  So  far  as  they  have  advanced 
the  improvements  have  been  of  great  benefit  to  the  cities  on  itS  banks, 
and,  notwithstanding  the  great  depression  in  trade  felt  everywhere,  the 
tonnage  of  this  important  river  has  not  been  materially  diminished. 

Passaic  River  is  in  the  collection  district  of  Newark,  which  is  the  nearest  port 
of  entry;  nearest  lifjht-house,  Passaic  Li<^ht.  Fort  Tompkins  is  the  nearest  fort. 
Amount  of  revenue  ^collected  during  the  fiscal  year  ending  Juno  30,  ldd5,  $5,664. 

Original  estimate  for  diking  and  dredging  $232,  875  00 

Revised  estimate,  1884    353,  875  00 

Amount  appropriated  to  iuclude  act  of  July  5,  1884   148,000  00 

Total  amount  expended  to  June  30,  1885  (exclusive  of  outstanding  liabili- 
ties)  139,679  59 

Money  statement, 

July  1,  1884,  amount  available  -   $8  53 

Amount  ax)propriated  hy  act  approved  July  5,  1884   25,  000  00 

25,  008  53 

July  1,  1885,  amount  expended  during  fiscal  year,  exclusive  of 

outstanding  liabilities  July  1,  1884   1..   $16,688  12 

July  1,  1885,  outstanding  lialjilities   1,  609  29 

  18,  297  41 

July  1,  1885,  amount  available   6,711  12 

f  Amount  (estimated)  required  for  completion  of  existing  project  (revised 

1     1884)  ,   205,875  00 

{  Amountthatcan  be  profitably  expendedinfiscalyearending  June  30, 1887  125,000  00 
I  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 


Abstract  of  proposals  for  improving  Pa&saic  River  helow  Neivaric,  N.  J.,  opened  September 
18,  1884,  hy  Maj,  G.  L.  Gillespie,  Corps  of  Engineers. 


Names  of  bidders. 


Price  bid    I  Price  bid  for 
for  dredging,  dike  complete, 
per  cubic    i     per  linear 
yard.  foot, 


Date  of  com- 
mencement. 


Date  of  com- 
pletion. 


Morris  &  Cumings  Dredging 

Company. 

Kicbard  Parrott  

John  S.  Howell*  

Waldo  Danfortb   . , 

Eli  jah  Brainard  and  Thomas  H. 

Benton. 

Henry  Du  Bois'  Sonst.  

Stenben  A.  Kelly  

Edgar  M.  Payn  

Frank  C.  Somers  

William  H.  Morton  J  

Thomas  Potter  

Frank  Pidgeon  


Cents. 
20 

26 

No  bid 
15| 
18^ 

10 

17 

2 


$27  00 

24  00 

21  97 

22  75 
16  7.5 

18  00 

19  00 
24  90 

No  bid 


10  00 

24  50 

25  91 


Omitted   January  1, 1885. 


Omitted   Omitted. 

Omitted   June  15,  1885. 


Omitted  

October  8, 1884 


Omitted  

Omitted  

Omitted  

20  days  after 

contract  is 

awarded. 

Omitted  

Omitted  |  Omitted 

Omitted  I  Omitted 

I 


June  1,  1885. 
June  30,  1885, 


June  1,  1885. 
May  30,  1885. 
June  30,  1885. 
Juno  30, 1885. 


Omitted. 


Guarantee  not  dated. 


t  Lowest  bid. 


+  Guarantee  incomplete. 


Contract  was  awarded  Henry  Du  Bois'  Sons,  the  lowest  bidders,  with  approval  of 
Chief  of  Engineers. 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  749 


COMMERCIAL  STATISTICS. 

The  following  is  an  extract  from  letter  of  Mr.  E.  L.  Joy,  secretary  of  the  Newark 
Board  of  Trade,  in  reference  to  the  benefit  accruing  to  the  river  by  reason  of  the  im- 
provement made : 

"Careful  ini^niry  shows  a  consequent  nidnction  in  the  freight  rate  of  If)  per  cent., 
with  increased  tonnage.  Of  course,  there  will  be  further  reduction  in  rates.  Certain 
kinds  of  coal,  especially  thos(;  used  by  our  gas^-works,  are  now  laid  down  at  our  docks 
at  the  same  rates  as  to  New  York,  which  was  never  the  case  before  t  he  i)ast  yenr.  Ves- 
sels in  sonui  instances  are  still  obliged  to  unload  in  New  York  the  freight  destined  for 
Newark,  but  it  is  believed  the  completion  of  the  work  as  uroposed  will  give  to  New- 
ark the  trade  belonging  there." 


F  8. 

IMPROVEMENT  OF  CHANNEL  BETWEEN  STATEN  ISLAND  AND  NEW 

JERSEY. 

The  first  survey  for  tliis  improvement  was  made  in  1872,  and  the  re- 
port, with  chart  and  estimates,  submitted  February,  1873.  The  plans 
were  revised  in  1875,  and  again  in  1880,  when  the  jnesent  system  of  im- 
provement was  adopted,  the  navigable  depth  at  that  time  being  9^  to 
10  feet  mean  low  water. 

The  approved  project  provides  for  the  formation  of  a  channel  400  feet 
wide,  100  feet  on  either  side  of  the  axial  line  to  have  13  feet  depth  at 
mean  low  water,  and  the  residue  only  12  feet,  with  deflecting  dikes  on 
both  sides  if  the  channel  cannot  otherwise  be  maintained.  The  range 
of  tides  is  4.7  feet,  approximately.  The  amount  expended  to  the  close 
of  the  fiscal  year  ending  June  30,  1884,  was  $92,204.62. 

Sealed  i)roposals,  invited  by  public  advertisement,  were  opened  Sep- 
tember 17,  1884,  for  removing  deposits  in  the  channel,  and  the  con- 
tract was  awarded  to  Messrs.  Brainard  and  Benton,  the  lowest  bidders, 
at  20  cents  per  cubic  yard,  measured  in  scows.  The  contractors  began 
work  October  G,  and  completed  their  contract  on  December  20.  The 
amount  of  material  removetl  was  44,953  cubic  yards.  The  channel  east 
of  Shooter's  Island,  connecting  with  the  western  end  of  Kill  Von  Knll, 
was  widened  to  350  to  400  feet  and  deepened  to  14  feet,  mean  low  water, 
and  the  channel  at  the  corner  stake  light  was  widened  on  the  north 
side,  so  as  to  give  a  full  width  there  between  the  13-foot  curves  of  400 
feet,  with  a  depth  of  13  feet,  mean  low  water,  the  width  along  the  axis 
being  200  feet,  and  the  depth  14  feet,  mean  low  water.  At  other  points 
east  and  west  of  the  stake  light,  the  channel  width  between  12-foot 
curves  is  less  than  400  feet. 

The  obstructions  by  deposits,  which  occur  in  the  improved  channel,  are 
first  observed  in  the  vicinity  of  the  stake  light,  where  the  fiood  currents 
arriving  by  Arthur's  Kill  meet  those  arriving  by  Kill  Yon  Kull,  and  it 
seems  impossible  to  prevent  such  deposits  except  by  the  construction  of 
Bike  B,  provided  for  in  the  project,  on  the  south  side  (see  chari",  page  090, 
lieport  Chief  of  Engineers,  1881,  Parti).  The  construction  of  this  dike 
was  recommended  in  last  annual  report,  and  the  recommendation  is  re- 
iterated in  this.  The  exact  length  of  dike  required  cannot  be  given,  but 
it  is  estimated  that  the  minimum  length  is  2,000  feet,  and  that  it  will 
cost  $25,000. 

An  appropriation  of  $35,000  is  recommended  for  the  fiscal  year  ending 
June  30, 1887,  and,  if  appropriated,  will  be  applied  in  the  construction 
of  dike  B,  and  in  removing  any  deposits  which  may  have  taken  place  in 


750       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


the  channel  since  the  work  of  improvement  was  suspended.  This  is  an 
exceedingly  important  channel,  and  the  depths  which  have  been  gained 
by  the  improvement  should  not  be  allowed  to  decline.  It  is  used  by  all 
the  vessels  which  transport  the  commerce  originating  at  Elizabethport, 
N.  J.,  and'  also  by  all  the  vessels,  steamers,  boats,  barges,  and  tows 
which  go  to  the  several  rivers  tributary  to  Arthur's  Kill,  or  which  pass 
from  New  York  Harbor  southward  through  the  Delaware  and  Karitan 
Canal.  The  tonnage  of  the  channel  last  year,  notwithstanding  the 
wide-spread  depression  in  trade,  was  16,000,000  tons.  The  tonnage  of 
coal  and  iron  and  other  freiglit  from  Elizabethport  is  estimated  at 
2,500,000  to  3,000,000  tons  annually,  and  the  total  anmial  tonnage  through 
the  Staten  Island  Channel  is  estimated  at  10,000,000  tons,  with  an  esti- 
mated valuation  of  $00,000,000.  Over  100,000  vessels  pass  through  the 
channel  between  isew  York  and  Elizabethport  annually,  and  the  number 
of  i)assengers  carried  is  estimated  at  75,000  to  80,000.  These  figures 
show  that  the  maintenance  of  deep  water  in  this  channel  has  a  national 
importance.  The  last  annual  report  contains  a  detailed  statement  of  the 
commerce  benefited  by  this  improvement,  to  which  reference  is  invited, 
as  the  conditions  are  unchanged. 

This  work  is  in  the  collection  district  of  New  York,  which  is  the  nearest  port  of 
entry.  Nearest  light-house,  Bergen  Point  Light,  and  the  nearest  fort,  Fort  Tomp- 
kins. Amount  of  revenue  collected  at  port  of  New  York  during  fiscal  year  ending 
June  30,  1885,  was  $1-^6,183,873.57. 

Original  estimate   $185,705  00 

Amount  appropriated  to  July  5,  1884   104,  000  00 

Amount  expended  to  date   103,602  53 

Money  statement, 

July  1,  1884,  amount  available   fil,  795  38 

Amount  appropriated  by  act  approved  July  5,  1884   10,000  00 

11,795  38 

July  1,  1885,  amount  expended,  during  fiscal  year,  exclusive  of  outstanding 

liabilities  July  1,  1884   11,397  91 

July  1,  1885,  amount  available   397  47 

Amount  (estimated)  required  for  completion  of  existing  project   81,705  00 

Amount  that  can  be  profitably  expended  in  fiscalyear  ending  June  30, 1887    35,000  00 
Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 


Abstract  of  j^roposaJs  for  improving  channel  between  Staten  Island  and  Xetc  Jersey,  opened 
September  17, 1884,  by  Maj.  G.  L.  Gillespie,  Corps  of  Engineers. 


Ol  der  of  opeu-| 
ing  bids.  1 

Names  of  bidders. 

Prices 
bid  for 
dredging 
and  per 
cubic  yard. 

Date  of— 

i 

Commencement.  |  Completion. 

1 
2 
3 
4 

Elijali  Braiuai  d  and  Thomas  H.  Benton   

Morris  &  Cumings  Dredging  Company  

Cents. 

36 
20 
27 
27 

Omitted  :  June  30, 1885. 

October  1,1884.. I  Juue  30, 1885. 
Omitted  1  January  1, 1885. 

Omitted  j  December  31, 1884. 

Contract  was  awarded  to  Messrs.  Elijah  Braiuard  and  Thomas  H.  Benton,  th« 
lowest  bidders,  with  the  approval  of  the  Chief  of  Engineers. 


APPENDIX  F  REPOKT  OF  LIEUT.-COL.  GILLESPIE. 


IMPROVEMENT  OF  THE  SHREWSBURY  RIVER,  NEW  JERSEY. 

The  project  for  this  improvement  was  adopted  in  1879,  and  provides 
for  the  formation  of  a  channel  6  feet  deep,  mean  low  water,  from  the  en- 
trance to  Oceanic  Wharf  on  the  Xt)rth  Branch,  4.1  miles,  and  to  Branch- 
port  on  the  South  Branch,  5  miles.  The  ori<T:inal  depth  was  4.3  feet, 
mean  low  water,  at  the  entrance,  and  only  2.S  feet,  mean  low  water,  in 
the  South  Branch,  and  3  feet  in  the  Xorth  Branch.  The  ran^^e  of  tides 
at  the  Highlands  is  3.0  feet.  The  amount  expended  to  the  close  of  the 
fiscal  year  ending  June  30,  1884,  was  8193,912.19.  Xo  work  was  done 
during  the  jear.  Work  was  suspended  October,  1883,  since  wliich 
time  there  have  been  no  funds  available  for  improvements.  At  that 
date  the  condition  of  the  improvement  was  as  follows: 

From  the  mouth  to  Highlands  Jiridge. — A  pile  dike  was  built  from 
Crane  Point  to  opposite  Cove  Point,  at  the  entrance,  4.021  feet  long, 
with  widths  varying  from  5  to  8  feet.  A  channel  was  dredged  across 
the  bar  2,100  feet  long,  75  feet  wide,  and  6  feet  deep,  mean  low  water, 
and  a  channel  was  dredged  from  Island  Beach  to  Highlands  Bridge 
1,800  feet  long,  25  to  100  feet  wide,  and  0  feet  deep.  The  completion  of 
the  project  for  this  section  requires  the  bar  and  Island  Beach  channels 
to  be  widened  to  300  feet. 

yorth  Branch.— The  dike  ou  the  right  bank  from  Lower  Kocky  Point 
to  Barley  Point  was  completed  for  a  length  of  1,885  feet,  with  two  open- 
ings for  use  by  small  boats  belonging  to  property-holders  on  the  south 
side,  and  the  channel  at  Lower  Eocky  Point  dredged  to  a  width  of  75 
feet  (since  increased  to  200  feet  by  current  action),  giving  6  feet  depth. 
From  Barley  Point  to  Oceanic  Wharf,  at  Oceanic,  a  channel  near  Barley 
Point  was  dredged  1,300  feet  long,  100  feet  wide,  and  0  feet  deep. 
This  has  since  shoaled  to  4  feet  and  less,  and  near  Oceanic  Wharf  a 
channel  600  feet  long  and  100  feet  wide  and  6  feet  deep.  The  dike  on 
right  bank  not  having  been  finished,  frequent  shoalings  have  occurred 
opposite  Barley  Point,  requiring  many  dredgings  over  the  same  ground. 
The  completion  of  the  improvement  in  this  reach  requires  the  construc- 
tion of  1,940  feet  of  diking  on  the  right  bank  below  Barley  Point,  and 
the  widening  of  the  channel  at  and  above  Barley  Point  to  150  feet. 

/South  Branch. — The  dike  on  left  bank,  connecting  with  that  on  Xorth 
Branch,  1,850  feet,  was  built,  and  a  channel  from  entrance  to  Bellevue 
Dock,  2,000  feet  long,  100  feet  wide,  and  6  feet  deep,  was  dredged.  Im- 
mediately above  Seabright  Bridge  a  channel  was  blasted  through  rock 
and  cemented  gravel,  400  feet  long,  GO  feet  wide,  and  7  feet  deep.  At 
the  entrance  to  Pleasure  Bay  the  dike  on  the  left  bank,  springing  from 
Gunning  Island,  1,513  feet  long,  and  that  on  the  right  bank  from  Sedge 
Island,  503  feet  long,  were  built,  and  the  channel  between  them,  3,500  feet 
long,  150  feet  wide,  and  6  feet  deep,  was  dredged.  The  completion  of 
the  project  requires  the  channel  from  the  entrance  to  Bellevue  to  be 
widened  to  300  feet.  The  South  Branch  is  quite  wide  at  the  junction 
with  the  North  Branch,  andjs  so  subject  to  shoalings  that  resort  must 
be  had  every  few  years  to  the  dredge.  Almost  two  years  have  now 
elapsed  since  the  work  of  improvement  was  suspended,  and  while  there 
has  been  no  complaint'of  shoal  water  in  the  main  stem  and  in  the  South 
Branch  to  the  interruption  of  navigation,  a  late  examination  shows  that 
there  has  been  a  marked  shoaling  in  the  North  Branch  opposite  L^pper 
Barley  Point,  owing  to  the  unobstructed  flow  of  the  tides  through  the 


752        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


interval  left  in  Dike  C, projected  fortbe  right  bank  of  the  North  Branch. 
(See  chart,  page  098,  Annual  Keport  Chief  of  Engineers,  1881,  Part  I.) 

The  shoal  which  has  formed  at  Upper  Barley  Point  has  barely  3^  feet 
over  it  at  mean  low  water,  and  in  order  to  get  relief  from  this  obstruc- 
tion the  owners  of  the  steamboats  plying  between  Rea  Bank  and  New 
York  City  have  been  compelled  to  open  a  channel  through  it  at  their 
own  expense.  The  amount  so  expended  is  stated  to  be  $1,400.  When- 
ever the  river  is  free  from  ice,  two  boats  run  regularly  from  New  York 
City  to  Red  Bank,  and  during  six  months  in  the  year  two  boats  make 
daily  trips  to  and  from  Branchport.  These  boats  do  a  large  business 
carrying  out  produce  to  the  New  York  markets.,  and  in  transporting 
su])plies  and  general  merchandise  to  the  towns  and  small  settlements 
adjacent  to  the  Shrewsbury  liiver.  The  annual  tonnage  so  carried  is 
estnnated  at  500,000  tons,  having  an  estimated  valuation  of  $3,000,000. 
Thirty  to  forty  thousand  dollars  are  annually  collected  from  passengers 
carried  by  the  steamboats.  In  addition,  a  large  commerce  is  carried  on 
by  sailing  vessels,  drawing  not  over  6  to  8  feet,  which  should  not  be  al- 
lowed to  decline  for  want  of  proper  appropriation  to  maintain  the  chan- 
nel in  a  good  navigable  condition.  So  long  as  the  imi>rovements,  which 
began  in  1870,  are  lostered  by  the  Government,  the  commerce  of  the 
river  steadily  increases,  and  producers  are  more  and  more  benetited  in 
way  of  appreciation  of  property  and  depreciation  of  freight  charges,  all 
inuring  to  the  general  prosperity  of  the  country  drained  by  the  river. 

Red  Bank,  on  the  North  Branch,  has  a  population  of  3,000  souls,  and 
the  amount  in  vested  in  improved  property  is  estimated  at  over  $2,000,000. 
Long  Branch,  Branchport,  and  other  small  settlements  lying  upon  and 
adjacent  to  the  South  Branch,  have  a  permanent  population  of  over 
5,000  souls  and  invested  property  of  $4,500,000  valuation.  The  tran- 
sient population  during  the  summer,  autumn,  and  winter  is  variable, 
but  it  is  estirrated  at  over  150,000.  An  appropriation  of  $50,000  is 
recommended  to  continue  the  improvement,  and  if  appropriated  will  be 
applied  in  deepening  the  North  Branch  by  dredging  and  in  building 
1,400  linear  feet  of  diking  on  the  south  side  of  that  channel  below  Bar- 
ley Point ;  in  deepening  the  South  Branch  to  Seabright ;  in  maintaining 
the  channel  below  Highlands  Bridge,  and  in  widening,  deepening,  and 
maintaining  the  channel  across  the  bar  at  the  entrance  to  the  main  stem 
below^  Crane  Point. 

This  river  is  in  the  collection  district  of  Perth  Amboy.  New  York  is  the  nearest 
port  of  entry;  nearest  light-house,  Navesink  Light;  and  the  nearest  fort  is  fort  at 
Sandy  Hook.  Amount  of  revenue  collected  during  the  fiscal  year  endiug  Juue  30, 
1885/ $57,800.05. 

Original  estimate  (revised)  $244,500  00 

Amount  appropriated   194,  500  00 

Amount  expended  to  date,  including  outstanding  liabilities   193,  922  80 

Money  statement. 

July  1,  1884,  amount  available   $587  81 

July  1, 1885,  amount  expended  during  fiscal  year,  exclusive  of  outstanding 

liabilities  July  1,  1884  ^.  10  01 

July  1,  1885,  amount  available   577  20 

C  Amount  (estimated)  required  for  completion  of  existing  project   50,  €00  00 

J  Amountthat  can  be  profitably  expeudedinfiscal  yearendiug  juue 30, 1887    50,000  00 
]  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
I    harbor  acts  of  1806  and  1867. 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  753 


COMMEHCIAL  STATISTICS. 


The  statistics  for  this  river  are  unchanged,  practically,  from  last  year's  report,  in 
which  it  is  stated  that  the  imports,  consisting  of  oysters,  lumber,  hardware,  coal, 
cement,  and  general  buikling  material,  had  a  valnatitui  of  :!l,6r2,000,and  the  exports 
a  valuation  of  ^l.:i97,UU0.    Number  of  sailing  ves>els.  sl.i^OO. 


F  10, 

IMPROVEMENT  OF  RAH  WAV  RIVER.  NEW  JERSEY. 

The  existing  project,  adopted  in  1878,  provides  for  the  formation  of  a 
channel  100  to  125  feet  wide  and  S  feet,  mean  liigli  water,  extending 
from  Bricktown  up  to  Monroe  Street  Bridge,  in  the  town  of  Eahway,  at 
the  head  of  navigation  ;  distance,  5  miles  from  month.  The  original 
depth  in  the  shoalest  places  before  improvement  was  4  feet,  mean  high 
water.  The  range  of  tides  is  4  feet,  approximately,  at  Milton  Avenue 
Bridge.  The  amount  expended  to  the  close  of  tlie  fiscal  year  ending 
June  30, 1884,  was  $36,799.30.  At  that  date  the  improved  channel  from 
Bricktown  to  Milton  Avenue  Bridge  was  opened  2,900  feet  long,  50  to 
100  feet  wide,  7  to  8  feet  deep,  and  the  east  channel,  50  feet  wide,  af- 
fording 7  to  8  feet,  mean  high  water,  which  passes  the  east  draw  of 
Milton  Avenue  Bridge,  was  completed  to  Chamberlain's  Dock,  a  dis- 
tance of  850  feet,  and  the  west  channel,  which  passes  the  west  draw, 
was  completed  to  100  feet  above  the  lower  end  of  Brewster's  Dock. 
The  combined  width  of  these  two  channels,  which  are  continuous  above 
the  bridge,  is  100  feet.  The  commerce  of  the  river,  which  amounts  to 
50,000  tons  annually,  consists,  principally,  of  general  merchandise,  coal, 
lumber,  and  brick.  Eahway,  at  the  head  of  navigation,  has  a  popula- 
tion of  8,000  souls,  and  is  an  important  manufacturing  town,  though  its 
growth  of  late  years  has  been  languid.  The  stream  is  subject  to  spring 
freshets,  which  transport  considerable  quantities  of  gravel  and  silt,  and 
the  shoaliugs  in  the  improved  channel  are  particularly  noticeable  in  the 
bend  upon  which  the  town  of  Kahway  is  situated.  As  small  sailing  craft 
and  canal  barges  alone  use  the  upper  portion  of  the  river,  for  which  ex- 
isting depths  of  water  are  ample,  no  appropriation  is  recommended  for 
further  improvements. 

This  work  is  in  the  collection  district  of  Perth  Amboy,  N.  J.,  which  is  the  nearest 
port  of  entry.  The  nearest  light-house  is  Prince's  Bay  Light,  and  Fort  Tompkins  is 
the  nearest  fort.  Amount  of  revenue  collected  during  the  fiscal  year  ending  June  30, 
18S5,  §.o7,>00.65. 

Original  estimate   §66, '250  00 

Amount  appropriated   37,000  00 

Amount  expended   36,  799  00 

Money  statement. 

July  1,  1884,  amount  available   §'200  70 

July  1,  1885,  auiount  available   200  70 


Amount  (estimated)  required  for  completion  of  existing  project   29,'2o0  00 

Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  lc66  and  1867. 

48  E 


754       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


COMMERCIAL  STATISTICS. 

Mr.  William  Chamberlain  writes  in  reference  to  the  cooimerce  of  the  river  as  fol- 
lows : 

"  There  is  uo  r.hange  in  our  imports  or  exports  since  last  report.  The  dredging  of 
our  river  'has  compelled  tbe  railroad  companies  to  give  us  ti  't:  rates  at  Rahway, 
which  we  could  not  induce  them  to  give  ns  before;  hut  at  times  freights  are  cheaper 
by  river.  The  difference  now  on  coal  is  30  cents  per  ton  by  bujing  coal  coming  by 
river.    The  dredging  is  a  great  benefit  to  us  all." 


F  II. 

IMPROVEMENT  OF  ELIZABETH  RIVER,  NEW  JERSEY. 

The  project  for  this  improvement,  adopted  iu  1879,  x)rovides  for  the 
formation,  by  dredging,  of  a  channel  60  feet  wide  and  7  feet  deep, 
mean  high  water,  from  the  month  of  the  river  to  the  head  of  naviga- 
tion. Stone  Bridge,  in  the  city  of  Elizabeth,  a  distance  of  2f  miles.  The 
original  depth  in  shoalest  part,  before  improvement,  was  only  3  feet, 
mean  high  water.  The  range  of  tides  at  Stone  Bridge  is  3  feet,  approx- 
imately, and  at  entrance  4.7  feet.  The  amount  expended  to  the  close 
of  the  fiscal  year  ending  June  30,  1884,  was  $26,398.36,  and  at  that  date 
the  improved  channel,  7,200  feet  long,  50  feet  wide,  and  7  feet  deep, 
mean  high  water,  had  been  carried  to  near  Bridge  Street  Bridge,  in  the 
town  of  Elizabeth,    j^o  work  of  improvement  was  done  during  the  year. 

The  tonriage  of  the  stream  has  not  changed  materially  from  last  year, 
when  it  was  estimated  at  30,000  tons.  The  vessels  which  use  it  belong- 
to  the  smaller  class  of  sailing  vessels,  or  are  canal-barges  of  about  4  feet 
draught.  The  sewers  of  the  city,  which  empty  directly  into  the  stream, 
are  the  immediate  cause  of  a  great  part  of  the  shoaling  in  the  upper 
reach.  The  principal  imports  of  the  river  are  lumber,  coal,  lime,  bary  tes, 
hemp,  and  general  merchandise,  and  constitute  nine-tenths  of  the  total 
river  tonnage. 

The  original  i)roject  is  completed  so  far  as  the  present  wants  of  com- 
merce require,  and  the  stream  now  attbrds  ample  depth  of  water  for 
all  the  vessels  or  boats  which  use  it.  Xo  appropriation  is  asked  to 
continue  the  improvement  during  the  fiscal  year  ending  June  30,  1887. 

Elizabeth  is  in  the  collection  district  of  Newark,  N.  J. ;  nearest  light-house,  New- 
ark Bay  ;  and  the  nearest  fort  is  Fort  Tompkins.  Amount  of  revenue  collected  dur- 
ing the  fiscal  year  ending  June  30, 1885,  $5,664. 


Original  estimate   $43, 160  00 

Amount  appropriated  :   *27,  000  00 

Amount  expended   26,398  36 

Money  statement. 

July  1,  1884,  amount  available..   $601  64 

July  1,  1885,  amount  available   601  64 

(  Amount  (estimated)  required  for  completion  of  existing  project   16, 160  00 


Submitted  iu  compliance  with  requirements  of  section  2  of  river  and 
harbor  acts  of  1866  and  1867. 


F  12. 

IMPROVEMENT  OF  WOODBRIDGE  CREEK,  NEW  JERSEY. 

The  project  for  this  improvement  was  adopted  in  1878,  and  provides 
for  dredging  a  channel  80  feet  wide,  12  feet  deep,  mean  high  water,  and 
4,800  feet  long,  from  the  entrance  to  Town  Dock,  a  distance  of  2  miles, 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE. 


and  for  the  construction  of  a  timber  dike  on  left  bank  below  Town 
Dock,  51G  feet  long.  The  original  dei)tli  at  the  entrance  was  9J  feet, 
mean  high  water,  and  at  Town  Dock  Gi  feet,  mean  high  water.  The 
range  of  tides  is  5  feet,  a])|)roximately.  The  amount  expended  to  the 
close  of  the  fiscal  year  ending  June  30, 1884,  was  8li),000.  At  that  date 
the  improved  channel,  U,8()()  feet  long,  oO  to  80  feet  wide,  and  12  feet 
deep,  mean  high  water,  had  been  carried  to  beyond  Cutter's  Dock,  and 
thence  to  Valentine's  Dock,  800  feet  long,  25  feet  wide,  and  12  feet  deep. 
From  Valentine's  Dock  to  beyond  Town  Dock  the  channel  is  1,200  feet 
long,  80  feet  wide,  and  9  feet  deep,  mean  hiiili  water.  The  timber  dike 
on  left  bank  below  Town  Dock  was  built.  If  the  channel  near  the  head 
of  navigation,  extending  from  below  Valentine's  Dock  to  above  Town 
Dock,  be  made  uniformly  80  feet  wide  and  12  feet  deep,  mean  high  water, 
all  the  navigable  requirements  of  shipping  will  be  supplied.  Tlie 
amonnt  available  for  continuing  the  improvement  July  1,  1884,  was 
nothing.  Xo  work  was  done  during  the  year.  This  river  is  the  most  im- 
portant tributary  of  Arthur's  Kill,  with  which  it  is  easily  accessible, 
and  its  commerce,  which  yields  120,000  tons  annually,  consists  of  the 
products  of  large  manufactories  of  fire-brick,  sewer-pi])es,  tiles,  and 
ordinary  brick ;  also  of  coal  and  general  merchandise.  The  cla.y  beds 
abntting  on  the  stream  are  extensive  and  valuable.  Vessels  of  all  classes, 
with  a  maximum  draught  of  10  feet,  numbering,  it  is  estimated,  1,200, 
navigate  the  river  constantly,  and  carry  on  a  trade  valued  at  $1,000,000 
annually.  An  appropriation  of  $10,000  is  recommended  for  expenditure 
during  the  fiscal  year  ending  June  30,  1887,  and  if  ap])ropriated  will  be 
applied  in  widening  and  deepening  the  channel  in  the  upper  reach  of 
the  river  from  below  Valentine's  Dock  to  above  Town  Dock,  near  the 
town  of  Woodbridge. 

Woodbridge  Creek  is  iu  the  colleotiou  district  of  Perth  Ainboy,  X.  J.,  which  is  the 
nearest  port  of  entry  ;  nearest  li<iht-house,  Prince's  Bay ;  and  nearest  fort,  fort  at  Saudy 
Hook.  Amount  of  revenue  collected  duriug  the  fiscal  year  ending  June  80,  1885, 
$o7,fc00.65. 


Original  estimate  (revised) 

Amonnt  appropriated  

Amount  expended  


COMMERCIAL  STATISTICS. 


829,000  00 

iy,ooo  00 

19,000  00 


Money  statement. 

( Amount  (estimated)  required  for  completion  of  existing  project   §10,000  00 

i  Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June  30, 1887    10,000  00 
]  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
t    harbor  acts  of  1806  and  1867. 


Attention  is  respectfully  invited  to  the  following  copy  of  letter  received  from  Mr. 
H.  C.  Ingraham: 

Salamander  Works, 
•  Woodbridye,  X.  J.,  June  13,  1885. 
Dear  Sir:  Your  communication  of  May  26  is  before  me.  It  is  difficult  to  make  any 
estimate  favorable  to  improvement  of  the  commerce  in  creek  this  year,  as  business  is 
very  dull ;  but  can  say  thatour  eastern  coasters  can  now  get  in  and  out  of  creek,  wliich 
maizes  a  ditference  of  fully  50  cents  per  ton  to  Boston  and  Portland  over  five  years 
ago,  and  the  ditference  now  l)etween  rail  and  water  freights  from  Public  Dock  to  any 
part  of  New  York  City  is,  say,  65  cents  less  by  water,  and  it  has  made  our  railroad 
freights  about  20  cents  per  ton  less  within  the  last  five  years.  Boats  can  now  get  in 
and  out  of  creek  without  any  danger ;  in  fact,  we  have  had  no  sunken  or  wrecked 


756        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


boats  in  creek  sioce  chaunel  was  deepened.  The  character  and  tonnage  remain  about 
the  same  as  last  year;  this,  however,  is  entirely  owing  to  the  dullness  of  trade. 

With  business  "brisk,  the  tonnage  of  creek  would  increase  and  reach  nearly  200,000 
tons  annually.  Water  freights  would  increase  as  soon  as  parties  bought  in  quantities, 
instead  of  hand  to  mouth,  as  they  are  at  present. 
Yours, 

H.  C.  Ingraham. 

Maj.  G.  L.  Gillespie. 


F  13. 

IMPROVEMENT  OF  MANASQUAN  RIVER,"nEW  JERSEY. 

The  original  project  for  this  improvement,  which  was  adopted  in  1879^ 
has  for  its  object  the  improvement  of  the  river  entrance  by  a  system  of 
lateral  jetties  to  confine  the  waters  of  the  inlet  to  a  single  channel- 
way  across  the  beach,  and  to  make  the  inner  harbor  available  for  pur- 
poses of  commerce.  The  original  condition  was  an  inner  harbor,  4  to  6 
feet  deep  mean  low  water,  connecting  with  the  ocean  by  a  narrow  chan- 
■  nel,  whose  mouth  oscillated  up  and  down  the  beach  in  opposition  to  the 
direction  of  the  prevailing  storms,  the  depth  over  the  bar  at  the  entrance 
varying  1  to  feet  mean  low  water.  The  entrance  has  been  known  to 
be  wholly  closed,  stopping  the  discharge  of  the  stream.  The  range  of 
tides  is  3  feet  approximately  at  inlet.  The  original  project  contemplates 
the  constriiction  of  a  north  jetty  1,600  feet  to  2,000  feet  long,  a  south  jetty 
500  to  1,000  feetlong,  and  thedredging  of  the  inner  basin  2,000  feet  long, 
200  feet  wide,  and  5  feet  deep  mean  low  water,  at  an  estimated  cost  of 
$72,000. 

The  amount  expended  to  the  close  of  the  fiscal  year  ending  June  30, 
1884,  was  $39,000.  No  work  of  improvement  was  done  during  the  year. 
The  improvement  so  far  as  it  has  been  executed  comprises  a  jettied 
channel  200  feet  wide  across  the  beach  at  the  entrance.  The  north  jetty 
is  built  of  creosoted  sheet  filing  from  the  shore  for  a  distance  of  1,315 
feet,  and  thence  continued  in  a  pile  dike  filled  with  stone  200  feet  long. 
The  south  jetty  is  a  pile  dike  filled  with  stone,  475  feet  long.  The 
large  shoal  in  the  inner  harbor,  abutting  against  the  heel  of  the  north 
jettj^,  and  extending  southward  so  as  to  detiect  the  ebb  currents  against 
the  right  bank  of  the  river,  has  considerably  grown  in  extent  dur- 
ing the  year,  and  the  result  has  been  to  throw  the  deep-water  channel 
still  further  toward  the  right  bank  and  to  threaten  the  security  of 
the  inshore  end  of  the  south  jetty.  So  far  the  injury  done  to  the  latter 
jetty  has  been  slight,  but  it  is  to  be  feared  that,  if  that  jetty  is  not  ex- 
tended inshore  at  an  early  day,  the  currents  will  cut  in  behind  it  and 
destroy  a  portion  of  it  to  the  injury  of  the  jetty  channel.  The  outer 
channel  has  not  shifted  at  all  since  the  construction  of  the  jetties,  but 
has  been  maintained  almost  direct  to  the  sea  along  the  extended  axis 
of  the  channel  confined  between  the  outer  sections  of  the  two  jetties. 
A  late  examination  of  the  outer  bar  and  inner  harbor  shows  that  a 
depth  of  3  feet,  mean  low  water,  still  exists  on  the  bar.  The  condition 
of  the  improvement  would  be  very  much  improved  if  both  jetties  were 
extended  seaward  for  a  distance  of  300  feet  each,  the  south  jetty  ex- 
tended inshore  150  feet,  and  the  inner  shoal  dredged  so  as  to  give  the 
inner  channel  a  more  direct  course  t3  the  jettied  channel.  The  harbor 
has  at  present  a  very  limited  commerce,  due  principally  to  the  uncer- 
tainty of  the  dei)th  available  on  the  bar,  but  it  cannot  be  doubted  that 
if  that  depth  were  maintained  at  4  feet  mean  low  water  many  fishing- 


APPENDIX   F  KKPORT  OF  LTKrT.-COL.   GILLESPIE.  757 


vessels  would  resort  to  the  harbor  for  refuf^e  in  bad  weather,  and  an 
active  local  commerce  would  be  developed  which  w;oiild  materially 
benefit  all  the  country  drained  by  the  river.  The  tributary  country  is 
estimated  at  80  square  miles,  and  the  farms  are  rich  and  i)roductive, 
but  there  is  no  accessible  outlet  for  products,  except  the  insufficient  and 
uncertain  one  at  the  moutli  of  the  Manasquan  Eiver.  An  api)ro|)riation 
of  $25,000  is  recommended  to  continue  tlie  improvement,  and  if  appro- 
priated will  be  applied  in  extending  both  the  improved  jetties  and  in 
removing  the  large  shoal  at  the  mouth  of  the  inner  harbor. 

Manasquan  River  is  in  the  collection  district  of  Perth  Araboy,  N.  J.,  wliicli  is  the 
nearest  port  of  entry.  Nearest  light-house  is  Barnogat  Light ;  and  nearest  fort,  fort 
at  Sandy  Hook,  N.  J.  Amount  of  revenue  collected  during  the  fiscal  year  ending  June 
30,  ISSoi  $57,800.65. 

Original  estimate  (revised)   .$72,000  00 

Amount  appropriated   39,  000  00 

Amount  expended  to  date   39,  000  00 

Money  statement. 

r  Amount  (estimated)  required  for  completion  of  existing  project   $33,000  00 

J  Amount  that  can  be  ])rotital)ly  expended  in  fiscal  year  ending  June  30, 18S7    25,  000  00 
)  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
harbor  act  of  1866  and  1867, 


F  14. 

IMPROVEMENT  OF  RARITAN  BAY,  NEW  JERSEY. 

The  project  for  this  improvement  was  adopted  in  1880,  and  provides 
for  dredging  a  channel  8,000  feet  long,  300  feet  wide,  and  21  feet  deep 
at  mean  low  water,  across  the  shoal  to  the  eastward  of  Seguine  Point. 
The  revised  project,  1884-'S5,  includes,  in  addition,  the  opening  of  a 
channel  around  Ward's  Point  leading  to  Perth  Amboy,  4,000  feet  long, 
300  feet  wide,  and  21  feet  deep,  and  to  South  Ambov  around  Great 
Beds  Light,  4.500  feet  long,  300  feet  wide,  and  lo  feet  deep.  The  Se- 
guine Shoal  separates  the  deep  water  of  the  main  ship-channel  in  Karitan 
Bay  from  the  deep  water  to  the  west  of  Seguine  Point,  Staten  Island, 
and  is  a  serious  obstruction  to  deep-draught  vessels  seeking  the  harbor 
of  Perth  Amboy,  X.  J.  The  least  depth  on  the  shoal  at  the  time  the  im- 
provement began  was  oi\\y  14i  feet  mean  low  water. 

The  amount  expended  to  the  close  of  the  fiscal  year  ending  June  30, 
1884,  was  $98,308.34,  and  resulted  in  the  opening  of  a  channel  240  feet 
wide  entirely  across  the  shoal,  except  at  the  last  2,000  feet  of  the  west- 
ern end,  where  it  was  only  200  feet  wide.  Sealed  proposals,  in  answer 
to  public  advertisement,  were  opened  September  18,  1884,  for  widening 
the  channel  to  300  feet,  the  extreme  limit  of  the  project,  and  the  con- 
tract was  awarded  to  the  Atlantic  Driidging  Comi>any,  of  ]S'ew  York, 
at  16  cents  per  cubic  yard.  Work  was  begun  under  the  contract  Sep- 
tember 25,  and  was  completed  December  13.  The  amount  of  material 
removed  was  112.057  cubic  yards ;  of  this  amount  2,403  cubic  yards  were 
illegally  dumped  by  contractor  and  not  paid  for.  When  work  was  sus- 
pended, winter  was  at  hand,  and  it  was  not  possible  to  make  a  thorough 
examination  of  the  channel  to  determine  whether  any  shoaling  had 
taken  place  in  the  parts  which  had  been  improved,  but  it  was  believed 
that  the  project  had  been  completed  and  that  there  was  everywhere 
in  the  channel  a  full  width  of  300  feet,  and  a  full  depth  of  21  feet, 
mean  low  water.    In  May  a  careful  survey  was  made  and  it  was  found 


758        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


that  while  the  projected  depth  of  21  feet  existed,  the  width  was  not  uni- 
fortnly  300  feet.  The  ebb  aud  flood  currents  both  set  across  the  line  of 
the  channel,  and  the  effect  near  the  center  has  been  to  level  down  the 
sides  of  the  cut,  which  were  carried  to  5  to  6  feet  below  the  bed  of  the 
bay,  and  to  arrange  them  in  easy  slopes.  This  formation  of  easy  slopes 
narrowed  the  channel  to  200  feet  near  the  center,  bat  nowhere  in  the 
cut  is  there  a  less  depth  than  21  feet,  mean  low  water,  for  a  width  of 
200  feet  measured  along  the  axis.  The  average  width  of  the  channel  is 
over  250  feet. 

The  cut  is  well  buoyed  and  has  given  great  satisfaction  to  commerce. 
After  leaving  Prince's  Bay  the  deep-water  chann(61  trends  to  the  south- 
west and  finally  enters  Arthur's  Kill  by  two  small  tortuous  paths  around 
Ward's  Point,  Staten  Island.  A  long  shoal  separates  these  two  narrow 
channels.  The  eastern  channel  close  to  Ward's  Point  is  the  better  one, 
and  has  a  least  depth  of  19  feet,  mean  low  water,  but  the  entrance  is  very 
narrow  and  the  channel  crooked.  By  the  excavation  of  150,000  cubic 
yards  of  material  a  channel  300  feet  wide  and  21  feet  deep  may  be 
opened  from  Great  Beds  Light  to  beyond  Ward's  Point,  so  that  vessels 
drawing  20  feet  may  reach  the  coal  docks  at  Perth  Am  boy  without  re- 
gard to  tides.  This  is  an  important  improvement,  and  its  execution  is 
earnestly  recommended.  From  Great  Beds  Light  to  the  docks  at  South 
Amboy  there  is  a  depth  of  12^  feet,  mean  low  water,  only.  The  excava- 
tion of  150,000  cubic  yards  will  make  a  channel  4,500  feet  long,  300  feet 
wide,  and  15  feet  deep,  low  stage.  This  imi)rovement  is  very  much 
needed  for  the  heavy  tugs  which  tow  the  barges  uf)  the  Raritan  River 
to  the  entrance  to  the  Delaware  and  Karitan  Canal  at  Kew  Brunswick, 
and  for  the  large  vessels  seeking  the  wharves  at  South  Amboy.  The 
annual  tonnage  of  the  Raritan  Bay  Channel  for  freight  actually  trans- 
ported between  Perth  Amboy  and  South  Amboy  and  New  York  is  esti- 
mated at  over  7,000,000  tons;  it  is  carried  in  16,000  vessels  and  steam- 
eis,  and  has  an  estimated  valuation  of  $37,627,332  annually.  It  is  esti- 
mated that  the  shoaling  in  the  improved  channel  off  Seguine  Point  since 
the  work  began  in  1881,  due  partly  to  the  leveling  of  the  sides  of  the  cut, 
which  were  steep,  amounts  to  80,000  cubic  yards.  To  give  this  channel 
the  full  projected  width  of  300  feet,  with  21  feet  depth,  and  to  open  the 
channels  to  Perth  Amboy  and  to  South  Amboy,  will  require  the  removal 
of  380,000  cubic  yards  of  material,  at  an  estimated  cost  of  $1 14,000.  An 
appropriation  of  $114,000  is  recommended  for  the  execution  of  these 
improvements. 

This  work  is  in  the  collection  district  of  Perth  Amboy,  which  is  the  nearest  port  of 
entry  ;  nearest  light-house,  Prince's  Bay  ;  and  fort  at  Sandy  Hook  is  the  nearest  fort. 
Amount  of  revenue  collected  during  the  liscal  year  ending  June  30, 1885,  |57,8U0.65. 

Original  estimate  (revised  1885)  $-234,000  00 

Amount  appropriated  to  July  5,  1884   120,  000  00 

Amount  expended  to  date   119,  274  80 

Money  statement. 

July  1, 1884,  amount  available   $1,691  16 

Amount  appropriated  by  act  approved  July  5,  1884   20,  000  00 

21,691  16 

July  1.  1885,  amount  expended  during  fiscal  year,  exclusive  of  oufstanding 

liabilities  July  1, 1884    20,  966  46 

July  1,  1885,  amount  available   724  70 

(  Amount  (estimated)  required  for  completion  of  existing  project   114,000  00 

I  Amountthatcanbe))rofitabIy  expenfledinfiscalyearendingJune30, 1887  114,000  00 
j  Submitted  in  comphance  with  requirements  of  section  2  of  river  and 
t    harbor  acts  of  1866  ami  1867.  . 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  759 


Abstract  of  proposals  for  improving  Earitan  Bay,  New  Jersey,  opened  SejJtemher  18,  18b4, 
by  Maj.  G.  L.  GiUeapie,  Corps  of  Engineers. 


Ko. 

Names  of  bidders. 

Price  bid  for 
dredging  ner 
cubic  yard. 

Date  of  commencement. 

Date  of  comple- 
tion. 

1 
3 

Cents. 

1C§ 
*16 
20 

Within  twenty  days  after 

signing  contract. 
Omitted  

De«omber31,  1884. 

..  . 

December  31,  1884, 
Omitted. 
January  1, 1885. 

Atlantic  Dredjiiiig  Corupaiij-  

Morris  &.  Cuniiugs  Dredging  Company. . . 

do  

do  

*  Lowest  bid. 

Contract  vras  awarded  to  the  Atlantic  Dredging  Company,  with  the  approval  of 
the  Chief  of  Engineers. 


COMMERCIAL  STATISTICS. 

I  am  indebted  to  Mr.  D.  C.  Chase,  superintendent  Delaware  and  Raritan  Canal 
Steam  Towing,  for  the  following  statement  of  the  conmierce  of  Raritan  Bay  : 


Shipments : 

Products  of  mines  and  quarries  tons. .      1,  '■^.V^,  643 

Merchandise  do . . .         :U9, 109 


Total  freight  do . . .      2,  -201 , 752 

Value  of  freight   $16, 105,  332 

Number  of  vessels   15,  558 

Valne  of  vessels   .  $21 ,  552,  000 

Tonnage  of  vessels  tons..  4,915,600 

Total  tons  shipped  from  Perth  Amboy  do. ..      7, 127,  352 

Total  valuation  of  commerce  during  year   $37,627,332 


F  15. 

IMPROVEMENT  OF  RARITAN  RIVER,  NEW  JERSEY. 

The  project  originally  adopted  in  1874,  bad  for  its  object  to  dike  and 
dredge  at  the  Stakes  and  Middle  Ground,  and  to  remove  other  shoals  up 
to  New  Brunswick,  so  as  to  make  a  channel  200  feet  wide,  affording  10 
feet  depth  at  mean  low  water  from  the  mouth  to  Xew  Brunswick,  a  dis- 
tance of  12  miles.  It  was  modified  in  1881,  so  as  to  provide,  in  addition, 
for  the  opening  of  South  Channel,  100  feet  wide  andoj  feet  deep,  mean 
low  water,  from  near  Kennej's  lower  dock  south  of  the  Stakes,  following 
the  right  bank  of  the  river  to  Whitehead's  lower  dock,  and  thence  to 
connection  with  the  main  channel  through  an  opening  in  the  dike  abut- 
ting upon  Crab  Island.  The  length  of  the  projected  South  Channel 
was  13,000  feet.  The  works  of  improvement,  which  were  begun  in  1878, 
were  designed  to  be  carried  progressively  up  stream  from  the  mouth. 
The  improvement  at  the  &hoal  called  the  Stakes,"  25  miles  from  South 
Amboy,  consists  of  a  creosoted  pile  dike  7  feet  wide,  filled  with  stone, 
and  built  to  mean  Jiigh  water,  beginning  just  above  the  month  of 
Root  Creek  on  the  left  bank,  and  running  down-stream  a  distance  of  4,097 
feet.  This  dike,  known  as  Ko.  3,  was  completed  in  1879.  The  dredged 
channel,  over  the  adjacent  shoals,  4000  feet  long,  200  feet  wide,  and 
12  feet  deep,  mean  low  water — except  for  a  short  distance  at  the  lower 
end  where  the  depth  gained  was  only  9  feet — was  completed  in  1879. 
The  amount  of  material  removed,  according  to  inspector's  reports,  was 


760       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


268,315  cubic  yards.  Two  miles  from  the  "  Stakes  "  occurs  another  shoal 
called  the  "  Middle  Ground."  lu  this  reach  the  improvements  which 
were  made  in  1879, 1880,  and  1881,  consist  of  a  dredged  channel  5,300  feet 
long-,  130  feet  wide,  and  12  feet  deep,  of  a  creosoted  dike  10,595  feet  long, 
built  in  sections  5.J  and  7  feet  wide,  on  the  right  bank  extending  from 
Crab  Island  to  900  feet  below  the  upper  end  of  Dike  No.  3,  and  of  a 
smaller  dike  on  the  left  bank  opposite  Crab  Island  in  a  bend  of  the 
river  2,000  feet  long.  B^^  the  construction  of  these  dikes  the  width  of 
the  river  is  contracted  to  800  feet,  the  alignment  of  the  channel  is  main- 
tained, and  the  formation  of  shoals  prevented  by  the  protection  given  to 
the  banks  against  destructive  action  of  the  currents.  The  amount  of 
material  dredged,  according  to  inspector's  reports,  was  159,641  cubic 
yards.  The  next  obstruction  occurs  at  a  shoal  called  Eocky  Reach 
abreast  of  Whitehead's  Sand  Dock,  and  2J  miles  above  Crab  Island. 
It  is  a  reef  of  rocks,  1,000  to  1,100  feet  long,  covered  with  sand  lying  in 
the  middle  of  the  river.  Work  of  drilling,  blasting,  and  dredging  was 
begun  here  in  1879  and  has  continued  with  many  intermissions  to  date. 
The  amount  expended  up  to  the  close  of  the  fiscal  year  ending  June  30, 
1884,  was  $409,440.12,  and  at  that  date  the  project  was  completed  from 
the  mouth  to  Rocky  Reach,  except  that  the  channel  at  the  Middle  Ground 
was  dredged  to  130  feet  width  only,  leaving  70  feet  to  be  dredged  to 
complete  project ;  and  the  South  Channel  was  completed  to  a  distance  of 
only  4,000  feet,  leaving  9,000  feet  to  be  dredged  to  complete  project. 
At  Rocky  Reach  the  channel  had  been  opened  1,000  feet  long,  140  feet 
wide,  and  12  feet  deep,  mean  low  water ;  20  additional  feet  had  been 
blasted  and  the  larger  fragments  of  rock  remove(J  to  a  depth  of  12  feet. 
Work  was  resumed  August  9  with  the  Government  drill-scow,  in  drill- 
ing and  blasting  the  ninth  cut  through  the  reef,  and  was  continued  un- 
interruptedly to  the  close  of  navigation,  December  27, 1884,  when  work 
was  suspended. 

At  that  date  the  blasting  of  the  ninth  cut,  1,100  feet  long,  was  com- 
pleted, and  the  larger  fragments  raised  by  the  scow,  and  all  projecting 
points  of  rock  in  the  eighth  cut  reduced.  On  the  1st  of  October  a  pri- 
vate dredger  was  chartered  at  $4.40  per  hour  for  each  and  every  hour 
worked,  after  soliciting  bids  by  circular  letter,  and  was  put  to  work 
to  dredge  from  the  eighth  cut  all  the  loose  fragments  that  could  not  be 
raised  by  the  drill-scow.  This  work  is  now  in  progress,  and  at  the  close 
of  the  year  the  channel  was  1,000  to  1,100  feet  long,  ISO  feet  wide,  and  12 
feet  deep  ;  300  feet  in  length  of  the  tenth  or  last  cut  was  excav^ated,  and 
when  carried  across  reef  will  complete  the  project  there ;  2,200  cubic  yards 
of  broken  stone  had  been  removed  and  deposited  in  the  dikes  at  the 
entrance  to  South  River,  and  45,034  cubic  yards  of  broken  stone,  small 
fragments,  and  sand  have  been  dredged  and  deposited  upon  the  bank, 
above  high  water,  adjacent  to  the  improvement. 

On  the  29th  September  authority  was  received  to  give  relief  at  Car- 
man's (now  Acken's)  Wharf  behind  Dike  Xo.  3,  at  the  Stakes,  in 
-consideration  of  that  water-front  having  shoaled,  owing  to  the  con- 
struction of  the  dike,  by  opening  a  channel  from  the  wharf  through  the 
opening  of  Dike  No.  3  to  main  channel,  500  feet  long,  50  feet  wide,  and 
6  feet  deep,  mean  low  water.  This  work  was  completed  in  May,  and 
the  dredger  was  then  removed  to  Bishop's  Dock  to  open  a  channel, 
authorized  by  Dei)artment  letter  of  April  9,  1885,  throngh  a  shoal 
which  had  formed  there  during  the  winter,  100  feet  long,  128  feet  wide, 
and  9  feet  deep,  mean  low  water,  in  order  to  give  immediate  relief  to 
commerce  on  the  first  opening  of  the  canal  in  the  spring.  With  the 
exception  of  this  last-mentioned  work  no  improvement  has  been  made 
by  the  Government  above  Rocky  Reach  Shoal  at  Whitehead's  Sand 


Rarit/XN  River 

Nevf  Jersey 

■from  SqjTcville  to  NewTirunswicTv 

prepared  tindei"  direction  car 

M^.e.L.GillesDie  ct.rpa  of  uii(;Vs 
B-rt.  I.ient.Ooa.US.A, 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  761 


Dock  further  than  to  remove  loose  bowklers  from  the  channel  as  high 
up  as  New  Brunswick,  for  which  the  estimate  to  May,  1880,  was  38,406 
cubic  yards.  The  amount  of  money  available  June  30,  1885,  will.be  suf- 
cient,  it  is  estimated,  to  complete  the  project  at  Rocky  Reach. 

An  appropriation  of  $100,000  is  recommended  for  continuing  the  im- 
provement, and,  if  appropriated,  will  be  applied  in  dredging  100,000 
cubic  yards  of  material  from  the  shoals  from  below  Martin's  Creek  to 
above  Martin's  Dock,  in  accordance  with  a])proved  project,  which  pro- 
vides for  10  feet,  mean  low  water,  above  Whitehead's  Dock,  and  for 
drilling,  blasting,  and  dredging  5,000  cubic  yards  of  solid  rock  frotn  the 
obstructing  reef  above  Martin's  Dock.  The  tonnage  of  the  river  and 
canal  for  the  past  year,  appearing  in  the  accompanying  pai)er  on  nom- 
mercial  statistics,  is  13,219,955  tons.  This  is  a  notable  exhibit  of  the 
commerce  which  is  benefited  by  the  improvement,  and  emphasizes  the 
claim  which  the  river  has  for  further  improvement.  The  improved 
depths  which  have  been  secured  since  1879  have  been  well  maintained, 
and  the  navigation  of  the  river,  so  far  as  it  has  been  improved,  has 
been  without  obstruction.  The  amount  of  commerce  benefited  by  the 
improvement  is  estimated  at  $40,000,000  annually. 

This  work  is  in  the  collection  district  of  Amboy.  Nearest  port  of  entry,  Perth 
Anibov;  nearest  light-house,  Raritan  Bay.  Amount  of  revenue  collected  during  the 
year  ending  June  30,  1885,  $57,800.65. 

Original  estimate  $2,093,()62  05 

Amount  appropriated  to  July  1,  18H5   445,00!)  00 

Amount  expended  to  June  30,  1885,  exclusive  of  outstanding  liabilities.     429,922  99 

Money  statement. 

July  1,  1884,  amount  available   $739  88 

Amount  appropriated  by  act  approved  July  5,  1884   35, 000  00 

sr.,  739  88 

July  1, 1885,  amount  expended  during  fiscal  year,  exclusive  of 

outstanding  liabilities  July  1,  1884   $20,482  87 

July  1,  1885,  outstanding  liabilities   4,529  60 

  25,012  47 

July  1,  1885,  amount  available   10,727  41 

1  Amount  (estimated)  required  for  completion  of  existing  project  1,G48,  6o2  05 

j  Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June  30, 1887    100,  000  00 
"I  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
V     harbor  acts  of  18G6  and  1867. 


COMMERCIAL  STATISTICS. 

Attention  is  respectfully  invited  to  the  following  extract  from  letter  of  Mr.  D.  C. 
Chase,  superintendent  Delaware  and  Raritan  Canal  Steam  Towing,  inclosing  statis- 
tics of  the  Raritan  River  : 

New  York,  June  24,  1885. 

Sir  :  I  respectfully  forward  tabulated  statements  of  the  commerce  and  its  valua- 
tion of  the  Raritan  River.    *    *  * 

Beiug  fully  conversant  with  the  Raritan  River,  New  Jersey,  as  superintendent  of 
steam  towing  for  the  Delaware  and  Raritan  Canal,  the  canal  being  the  connecting 
link  for  all  inter-State  commerce  by  water  for  all  points  south  of  New  York,  and 
has  its  outlet  at  New  Brunswick,  12  miles  above  the  mouth  of  the  Raritan  River,  I 
therefore  have  daily  information  in  regard  to  the  condition  of  the  Raritan  River, 
which  enables  me  to  say  that  the  navigation  of  the  Raritan  River  since  the  United 
States  Government  commenced  the  improvement  has  been  greatly  benefited,  as  we  are 
now  enabled  to  reach  a  point  on  the  river  within  2  miles  of  New  Brunswick  with 
steamers  drawing  9  feet  of  water  and  having  a  number  of  boats  in  tow,  at  any.stnge 
of  thetiiie;  (and  itis  absolutely  necessary  tbat  the  improvement  should  be  contiuuetl.) 
Before  the  improvement  was  begun  this  was  an  impossibility  ;  our  steamers,  with 
their  heavily  laden  barges  m  tow,  being  compelled  lor  hours  to  wait  on  the  tide  fully 
8  miles  down  tin*  river  l)elow  New  Brun><wick.    Commerce  also  has  been  greatly  ben- 


762        KEPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


efited  by  the  improvement  of  this  river,  the  rates  for  freight  are  lower,  and  the  Penn- 
sylvania Railroad  has  been  compelled  to  lower  their  rate  to  New  Yorli,  so  as  to  compete 

with  the  lines  of  steamers  plying  on  the  river." 

•  *  *  *  *  #  *  * 

Respectfully, 

D.  C.  Chase, 

Col.  G.  L.  Gillespie,  Superintendent  Steam  Towing. 

U.  S.  Engineer  Corps. 

The  following  is  a  copy  of  tabulated  statement  furnished  by  Mr.  Chase,  and  shows 
the  tonnage,  valuation,  &c.,  of  the  commerce  of  the  Raritan  River,  New  Jersey  : 


Shippers. 

Products  of 
the  forest. 

Products  of 
mines  and 
quarries. 

Products  of 
animals. 

Agricultural 
products. 

i  ^ 

s£ 

P  0 
c3 

6 

'  'C 
OS 

-a 

o 

Tons. 
34, 976 

Miscellane- 
ous. 

Freight 
shipped. 

Delaware  and  Raritan  Ca- 
nal Company  

Tons. 
21,  764 

Tons. 
946.  355 
2,  208,  882 

Tons. 
17,  260 

Tons. 
19,  293 

rr 

Ions. 

RQ  Q18 
oy,  yrrO 

49,  971 

1  /IT  AAA 

107,  000 

Tons. 
8,  522 

Ton$. 

1, 118, 118 
2,  258,  853 

11, 112 
96,  500 
50,  000 

9,  983 
2.  400 
24,  800 
10,  000 
9,  000 
16,  000 

.32,  000 

2.  000 
2,  000 
4,  000 
10,  621 
1,  000 
8,  750 
1,  350 

South  River  and  Canal  

2,100 

5,  000 

56,  000 
11,112 
10,  500 

700 

Sayre  &  Fisher  

1,  000 
50,  000 

6,783 

2,  400 

85,  000 

C.  &  W.  Whitehead  



Middlesex  Fire-Brick  Com- 
nauv   

1,  700 

■ 

1,500 

Roberts  Brothers  

Phoenix  Brick  Comnanv   



22,  000 

2,  500 



Ridgway  &  Brother  

ib,  666 

9,  000 
16,  000 

20,  000 

F.  A.  Ostrander  

.... 

Raritan  Hollow  Brick  Corn- 

12,  000 
2,  000 



American  Fire-Proof  Brick 
Company  

Thomas  Acken  «fe  Company. 
Edgar  &  Compton  

2,  000 
4,  000 
10,  621 
1,000 



Edgar  &  Brother  

Martin's  dock  

Terence  Cherrey  



8,  750 



Watson  Fire-Brick  

25p 

1, 100 

Total  



23, 864 

3,  288,  291 

22,  260 

28,  043 

350,  719 

116.  588 

9,  222 

3,  838,  987 

a 

ves- 

> 

fves- 

ob 

> 

ge  of 
ver. 

0  ©  fl 
.2  £  cs 

Shippers. 

aluatio 
freight. 

imber  of 
sels. 

3 
c3 

iluation  o 
sels. 

mnage  of 
sels. 

)taltonna 
Raritan  Ri 

ir^ 

«  5  cs 
o  o  o 

> 

> 

R 

H« 

H 

Delaware  and  Raritan  Ca- 

No. 

Feet. 

Tons. 

Tons. 

$25,  446, 

724 

14,186 

7 

$15,  854, 

474 

2,  837, 

200 

3,  955,318 

$41,  301. 

198 

South  Aniboy  

10,  000, 

000 

17,  236 

5  to 

15 

25,  854, 

000 

1,  723, 

600 

3,  982,  453 

35,  854, 

000 

South  River  and  Canal  

723, 

500 

1,  740 

5  to 

8 

870, 

000 

348, 

000 

518,  800 

],.593, 

500 

New  Brunswick  Dock  

100, 

000 

775 

5  to 

9 

3, 100, 

000 

155, 

000 

166,112 

3,  200, 

000 

500, 

000 

1,  000 

4  to 

15 

2,  000, 

000 

125, 

000 

221,  500 

2,  500, 

000 

C.  &  W.  Whitehead  

50, 

000 

700 

5  to 

8 

350, 

000 

70, 

000 

120, 000 

400, 

000 

Middlesex  Fire-Brick 

Company   

25, 

000 

150 

5  to 

7 

125, 

000 

14, 

250 

24, 233 

150, 

000 

Roberts  Brothers  

16, 

000 

50 

5  to 

^ 

2, 

500 

5, 

000 

7,  400 

18, 

500 

Phoenix  Brick  Company  ... 

75, 

000 

300 

4  to 

5 

150, 

000 

30, 

000 

54.  500 

225, 

000 

Ridgway  &  Brother  

35, 

000 

120 

5  to 

6i 

60, 

000 

12, 

000 

22,  000 

95, 

000 

F.  A.  Ostrander  

30, 

000 

40 

5  to 

12 

40, 

000 

10, 

000 

19,  000 

70, 

000 

Raritan-River  Company  .. 

20, 

000 

120 

5  to 

15 

120, 

000 

18, 

000 

34,  000 

140, 

000 

Raritan     Hollow  Brick 

Company  

124, 

000 

160 

7  to 

15 

240, 

000 

40, 

000 

72,  000 

364, 

000 

American  Fire-Proof  Brick 

Thomas  Acken   &  (com- 

15, 

000 

20 

7  to 

10 

50, 

000 

4, 

000 

6,  000 

65, 

000 

pany   

5, 

000 

14 

5  to 

10 

7, 

200 

800 

4,  800 

12, 

200 

Edgar  &.  Compton  

5, 

000 

30 

6  to 

10 

15, 

000 

I 

500 

8,  500 

20, 

000 

Edgar  <fe  Brother  

18, 

580 

51 

6  to 

12 

51, 

000 

12, 

000 

22,  621 

69, 

580 

Martin's  Dock  

3, 

000 

10 

5  to 

8 

5, 

000 

2, 

000 

3,  000 

8, 

000 

Terence  Cherrey  

12, 

000 

35 

8 

35, 

000 

000 

18,  750 

47, 

000 

Watson  Fire-Brick  

6, 

000 

23 

7to 

10 

23, 

000 

2, 

300 

3,  650 

29, 

000 

Total  

37,  209, 

804 

36,  660 

4  to 

15 

48,  952, 

174 

5,  425, 

650 

9,  264,  637 

86, 161, 

978 

APPENDIX  F  REPORT  OF  LIEUT.-COL.  G1LLE.SP1E 


F  l6. 


IMPROVEMENT  OF  MATTAWAN  CREEK,  NEW  JERSEY. 

The  project  for  this  improvement  was  adopted  in  1881,  the  object  be- 
in^  to  alford  a  channel  100  feet  wide  and  4  feet  deep,  mean  h)w  water, 
from  the  mouth  to  Winston's  Creek,  and  thence  to  head  of  navigation 
at  Long  Branch  Kailroad  Crossing,  75  feet  wide  and  4  feet  deej),  a  dis- 
tance of  2  miles  from  the  eritrance,  at  an  estimated  cost  of  $.S3,1-J0. 
The  original  depth  was  2  feet,  mean  low  water,  in  a  narrow  channel,  and 
it  was  not,  therefore,  available  for  commerce.  The  range  of  tides  is 
4.7  feet.  The  amount  ex|)ended  to  the  close  of  the  fiscal  year  ending 
June  30,  1884,  was  $21,000.  ^s'o  work  of  improvement  was  done  during 
the  year.  At  the  time  work  was  suspended.  May  1883,  there  was  an 
improved  channel,  affording  4  feet  depth  at  mean  low  water,  00  to  100 
feet  in  width  up  to  a  point  600  feet  above  the  brick  factory,  and  thence 
30  to  50  feet  in  width  to  the  town  of  Mattawan.  No  surveys  have  been 
made  of  the  river  since  the  work  of  improvement  was  suspended,  but  it 
is  believed,  in  the  absence  of  complaints  from  shipping,  that  the  chan- 
nel has  in  no  wise  declined.  The  channel  below  Ellis's  Dock,  near  the 
head  of  navigation,  is  still  too  narrow  for  convenient  navigation,  and 
should  be  widened  to  full  75  feet.  The  improvement,  so  far  as  it  has 
extended,  has  given  great  relief  to  the  agricultural  areas  drained  by 
the  river,  and  the  channel  now  affords  a  practical  outlet,  without  inter- 
ruption, for  a  large  trade  in  cereals,  fruit,  vegetables,  and  brick,  and  an 
important  inlet  for  coal,  iron,  agricultural  implements,  general  mer- 
chandise, and  compost,  all  of  which  was  formerly  transported  by  rail  or 
shipped  at  Ke3'port,  at  the  mouth  of  the  river. .  The  population  of  the 
country  benefited  is  estimated  at  9,000  souls.  During  the  summer  sea- 
son one  steamer  makes  daily  trips  to  and  fro  between  Mattawan  and 
New  York  City,  carrying  passengers  and  produce.  It  is  estimated  that 
the  annual  tonnage  of  the  river  is  130,000  tons,  having  a  valuation  of 
over  $2,000,000.  An  appropriation  of  $9,000  is  recommended  to  con- 
tinue the  improvement  during  the  year  ending  June  30,  1887,  which,  if 
appropriated,  will  be  used  in  widening  and  deepening  the  improved 
channel  to  a  full  width  of  75  feet  to  the  head  of  navigation. 

This  work  is  in  the  collection  district  of  Perth  Amboy,  which  is  the  nearest  port  of 
entry.  Nearest  light-house,  Prince's  Bay.  Fort  at  Saady  Hook  is  the  nearest  fort. 
Amount  of  revenue  collected  during  the  year  ending  June  30,  1885,  $57,800.65. 

Original  estimate   $33, 1*20  00 


)  Amountthatcanbeprofitably  expende(lintiscalyearendingJune30,1887     9,000  00 

Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
I     harbor  acts  of  1»66  and  18G7. 


$12, 120  00 


21,000  00 
•21 , 000  00 


F  17. 


IMPROVEMENT  OF  KEYPOKT  HAEBOR,  NEW  JERSEY. 


The  present  project  was  adopted  in  1873,  and  lias  for  its  object  the 
opening  of  a  channel  from  Keyport  Wharf  to  Karitan  Bay  4,700  feet 
long,  200  feet  wide,  and  8  feet  deep  at  mean  low  water,  to  enable  the 


764       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


boats  drawing  6  feet,  which  ply  regularly  between  l^ew  York  City  and 
Keyport,  to  reach  the  town  wharves  at  all  stages  of  the  tide  instead  of 
being  compelled  to  stop  at  low  tide  at  the  railroad  wharf  half  a  mile  to 
the  northward.  The  original  depth  in  the  channel  was  only  5.J  feet, 
mean  low  water.  The  range  of  tides  is  4.7  feet,  approximately.  The 
amount  expended  to  June  30,  1884,  was  $29,172.06.  At  that  date  there 
was  an  improved  channel  from  the  steamboat  wharf  at  Keyport  to  the 
8-foot  curve  of  the  bay,  4,700  feet  long,  200  feet  wide,  and  8  feet  deep, 
mean  low  water,  except  in  the  short  reach  between  the  steamboat  wharf 
and  the  wharf  of  the  New  York  and  Freehold  Railroad,  where  the  width 
of  channel  is  only  160  feet.  No  work  jof  improvement  was  done  during 
the  year.  In  the  absence  of  complaints  to  the  contrary  it  is  believed 
that  the  improved  depth  of  8  feet,  mean  low  water,  has  not  been  im- 
paired since  the  suspension  of  the  work  of  improvement.  The  three 
steamboats  which  make  daily  trips  to  JSTew  York  City,  carrying  pas- 
sengers and  produce,  meet  with  no  detention  at  the  entrance  at  any 
stage  of  the  tide,  and  for  this  reason  commerce  has  been  materially 
benefited  by  the  improvement.  The  number  of  passengers  carried  is 
from  150,000  to  175,000  annually.  The  trade  of  the  harbor  includes 
•oysters,  brick,  lumber,  iron  ore,  lime,  fertilizers,  agricultural  imple- 
ments, and  farm  produce,  and  has  an  estimated  annual  tonnage  of 
1,800,000  tons,  which  has  a  valuation  of  $5,000,000,  approximately. 

To  complete  the  project  the  channel  in  the  inside  between  the  city 
and  the  railroad  wharves  should  be  widened  to  200  feet.  To  effect  this 
improvement  and  to  remove  any  deposits  which  may  have  caused 
shoalings  since  work  was  suspended,  an  appropriation  of  $10,000  is 
recommended. 

This  -work  is  in  the  collection  district  of  Perth  Amboy.  Nearest  light-house,  Prince's 
Bay.  Fort  at  Sandy  Hook  is  the  nearest  fort.  Amount  of  revenue  collected  at  the 
port  during  the  fiscal  year  ending  June  30,  1885,  $57,800.65. 

Original  estimate  (revised)  

Amount  appropriated  

Amount  expended  to  June  30,  1885 

Money  statement. 

July  1,  1884,  amount  available   $1,302  94 

July  1,  1885,  amount  expended  during  fiscal  year,  exclusive  of  outstanding 

liabilities  July  1,  1884  „   320  75 


July  1,  1885,  amount  available   982  19 


Amount  (estimated)  required  for. completion  of  existing  project   10,000  00 

Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June  30,  1887  10,  000  00 
Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
L    harbor  acts  of  1866  and  1867. 


COMMERCIAL  STATISTICS. 

The  commerce  of  the  harbor  is  not  materially  diflferent  from  last  year's  report, 
wherein  it  is  stated  that  the  value  of  the  imports  was  $1,850,000,  and  exports 
^3,800,000,  and  the  gross  tonnage  of  vessels  using  the  harbor  1,710,000  tons. 


F  i8. 

IMPROVEMENT  OF  SOUTH  RIVER,  NEW  JERSEY. 

This  river  is  a  tributary  of  the  Earitan,  which  it  enters  by  two  courses, 
the  one  natural,  with  its  mouth  3|  miles  below  the  canal  Jock  at  New 
Brunswick,  and  the  other  artificial,  with  its  mouth  IJ  miles  farther  down- 


$40,475  00 
30,  475  00 
.29,  492  81 


H  Exi  pt2  v2  49  1 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  765 


stream.  The  project  for  this  improvement  was  reported  January  23, 
1880.  The  original  condition  of  the  navi^^able  channel  is  first  a  false 
direction  of  the  canal  mouth  with  a  depth  there  at  mean  low  water  of 
3J  feet,  thence  up  to  Little  Washington  de])ths  varying  from  3.1  to  11.6 
feet  at  mean  low  water,  and  thence  to  Old  Bridge  dei)th  varying  from 
2.1  to  12.5  feet  at  mean  low  water.  There  are  also  several  sharp  bends 
abov0  Little  Washington,  w  here  it  will  be  expedient  to  straighten  the 
course  occasionally^  by  cuts.  The  originally-adopted  project,  which  has 
not  been  modified,  was  to  change  the  outlet  of  the  canal,  to  close  the 
natural  course  of  the  river  below  Pettit's,  to  dike  and  to  dredge  in  order 
to  obtain  8  feet  at  mean  low  water  uj)  to  Little  Washington,  thence  to 
straighten  the  course,  dike,  and  dredge  up  to  Bissett's  brick-yard,  in  or- 
der to  obtain  6  feet  at  mean  low  water,  and  finally  to  straighten  the 
course,  dike,  and  dredge  to  Old  Bridge,  in  order  to  obtain  4  feet  at  mean 
low  water.  The  range  of  tides  is  5.3  feet  at  Little  Washington.  The 
amount  expended  to  the  close  of  the  fiscal  year  ending  June  30,  1884, 
was  $55,617.37.  At  that  date  the  several  dikes  projected  for  the  improve- 
ment of  the  canal  which  has  its  outlet  at  Sayreville,  and  Dike  F  on 
South  Eiver  above  the  head  of  canal  with  an  aggregate  length  of  5,896 
feet,  were  completed,  though  not  entirely  filled  with  stone,  and  the  arti- 
ficial cut-oft'called  "Little  Ditch,"  near  Washington,  was  closed.  The  work 
of  deepening  by  dredging  thechrinnel  in  thecanal  whose  bankshave  been 
protected  by  dikes  was  not  commenced.  No  money  was  spent  during  the 
year  on  works  of  improvement.  Broken  stone  taken  from  the  Baritan 
Eiver  at  Whitehead  Shoal,  measuring  1,200  cubic  yards  approximately^ 
was  placed  in  the  dike  at  the  mouth  of  the  improved  canal.  The  depth  of 
water  in  the  Raritan  Kiver  at  and  below  the  mouth  of  the  improved 
canal  has  not  shoaled,  but  rather  deepened,  since  the  construction  of 
the  canal  dikes.  The  sum  of  $25,000  is  recommended  to  continue  the 
work  of  improvement  during  the  fiscal  year  euding  June  30,  1887,  and, 
if  appropriated,  will  be  applied  in  deepening  the  channelin  theimproved 
canal,  in  comi)leting  the  dike  on  right  bank  at  entrance,  aud  in  remov- 
ing shoals  in  South  River,  abreast  of  Dike  F,  so  as  to  give  8  feet 
depth  of  water  at  mean  low  tide  to  the  town  of  Washington.  The  South 
River  and  its  tributaries  have  thirty-six  manufactories  of  different  kinds 
in  active  operation  on  their  banks,  aud  the  commerce  is  estimated  at 
397,000  gross  tons,  with  a  valuation  of  $1,852,000.  The  industry  which 
is  especially  benefited  by  the  improvement  is  that  of  brick,  of  which 
50,000,000  were  manufactured  and  shi})ped  last  year.  Coal,  lumber,  ter- 
tilizers,  fruit,  piles,  and  general  merchandise  constitute  the  other  articles 
of  commerce  of  the  river. 

This  work  is  iu  the  collection  district  of  Amboy.  Nearest  port  of  entry,  Perth  Am- 
boy.    Nearest  light-house,  Raritan  Bay.    Amount  of  revenue  collected  duriug^liscal 


year  ending  June  30, 18d5,  $57,800.65. 

Original  estimate   $194,695  00 

Amount  appropriated   56,000  00 

Amount  expended  to  date   55,617  37  » 

Money  statement 

July  1, 1884,  amount  available  .  ^   $382  63 

July  1, 1885,  amount  available   382  63 


Amount  (estimated)  req.uired  for  completion  of  existing  project   138,695  00 


)  Amount  that  can  be  profitably  expended  in  liscal  year  ending  June  30, 1887    25,000  00 
I  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
t    harbor  acts  of  le66  and  1867. 

COMMERCIAL  STATISTICS. 

I  am  indebted  to  Mr.  D.  C.  Chase,  superintendent  Delaware  and  Raritan  Canal,  for 
the  following  statement  in  reference  to  the  commerce  of  the  river : 

Total  number  of  vessels,  2,040 ;  tonnage,  224,750 ;  value  of  vessels,  $1,107,500. 


766        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


SHIPMENTS. 

Tons. 

Products  of  the  forest   2, 100 

Products,  agricultural   5,  000 

Manufactures   163,  000 

Merchaudise   1,900 

Miscellaneous   700 

Freight  shipped,  total   172, 700 

Tonnage  of  vessels   224, 750 

Total  tonnage   397, 450 

Total  valuation  of  same   $1,852,000 


F  19. 

IMPROVEMENT  OF  GEDNEY'S  CHANNEL,  NEW  YORK  HARBOR. 

The  river  and  harbor  act  approvecl  July  5,  1884,  made  an  appropria- 
tion of  $200,000  for  deepening  Gedney's  Channel  through  Sandy  Hook 
Bar,  New  York.  This  appropriation  was  made  without  any  reference  to 
an  approved  project,  for  no  project  had  previously  been  submitted  or  di- 
rected to  be  submitted  to  Congress  by  the  War  Department,  and  the 
estimates  for  rivers  and  harbors  transmitted  by  the  Secretary  of  War 
for  the  consideration  of  Congress  for  the  fiscal  year  ending  June  30, 
1885,  contained  no  item  for  the  improvement  of  any  channel  leading 
across  the  outer  bar  at  Kew  York.  When  called  upon  by  the  Chief 
of  Engineers  for  a  project  for  the  expenditure  of  the  appropriation  a  re- 
port was  made,  in  which  it  was  recommended  that  a  survey  of  the  chan- 
nel named  should  be  authorized,  so  as  to  determine  its  condition  and  to 
assist  in  preparing  plans  for  its  improvement.  This  project  was  re- 
ferred to  the  Board  of  Engineers, for  Kiver  and  Harbor  Improvements 
New  York  City,  for  consideration  and  report.  The  Board,  on  the  28th 
of  July,  1884,  approve(i  the  recommendation  for  the  survey,  but  sug- 
gested that  it  be  extended  to  cover  the  whole  of  the  lower  bay  from 
Coney  Island  to  Sandy  Hook,  inclusive  of  all  the  channels  of  entrance 
as  a  guide  in  the  study  of  the  changes  alleged  to  have  taken  place  and 
then  in  progress  there.  The  suggestions  of  the  Board  of  Engineers, 
approved  by  the  Secretary  of  War,  were  directed  by  the  Chief  of  Engi- 
neers to  be  executed.  The  survey  was  begun  in  August  and  completed 
in  November.  On  the  6th  of  December,  1884,  the  charts  were  trans- 
mitted to  the  Chief  of  Engineers,  accompanied  with  a  report  giving 
separate  estimates  of  the  cost  of  improving  Gedney's  Channel  by  dredg- 
ing, so  as  to  gain  depths  across  the  bar  varying  from  27  to  30  feet,  mean 
low  water,  in  channel-ways  having  widths  varying  from  800  feet  to  1,500 
feet,  and  also  corresponding  estimates  for  the  improvement  of  the  main 
channel,  on  the  inside,  west  of  Flynn's  Knoll.  The  report  contained 
4  the  recommendation  that  the  appropriation  of  $200,000  be  applied  in 
Gedney's  Channel  towards  the  opening  of  a  cut  30  feet  deep,  mean  low 
water,  by  dredging,  for  a  width  dependent  upon  the  cost  of  removal  of 
material,  and  that  the  work  be  done  by  contract  after  soliciting  sealed 
proposals  by  public  advertisement  in  the  usual  way.  The  report  also 
recommended  that  Congress  be  asked  to  make  an  additional  appropria- 
tion of  $770,000  for  improving  the  main  channel,  west  of  Flynn's  Knoll, 
for  which  estimates  were  submitted.  This  method  of  applying  the  ap- 
propriation seemed  the  only  way  of  meeting  the  wishes  of  Congress,  in- 
asmuch as  the  act  specifically  mentioned  the  channel  where  the  improve- 
ment should  take  place,  though  the  local  engineer  was  aware  that  a 


APPENDIX   V  REPORT  OF  LTEUT.-COL.  G1LLEP>"^IE. 


707 


fuller  study  of  the  physics  of  the  harbor  might  su<>*j2:est  an  entirely 
different  pian.  in  fact,  the  report  contains  a  reference  to  a  i)r 
plan  of  improvement  consisting  of  a  rii)rap  jetty  springing  from  Coney 
IsUmd  and  extending  outward  towards  Sandy  Hook  entrance  so  as  to 
contract  the  entrance  to  o  mih^s  or  less.  The  hirge  inner  bays,  called 
Lower  Sandy  Hook,  and  Karitan  I 'ays,  are,  with  tlieir  tributaries,  the 
combined  tidal  re^^erv^oir,  which  principally  furnishes  the  water  for  the 
maintenance  of  deep  water  over  the  bar,  and  the  observations  taken  at 
the  entrance  indicated  that  the  direction  of  greatest  ebb  velocity  and 
the  region  of  greatest  flood  was  on  the  south  side  of  the  entrance,  close 
to  Sandy  Hook.  Contraction,  it  was  suggested,  would  probably  take 
place,  therefore,  on  the  north  side.  The  project  for  deepening  Gedney^s 
Channel  by  dredging,  to  comi)ly  with  the  requirements  of  the  act  of 
July  5,  1884,  was  approved  by  the  Secretary  of  War  after  reference  to 
the  Board  of  Engineers,  who,  in  their  report  of  December  23,  1884,  rec- 
ommended the  depth  in  the  improved  channel  to  be  limited  to  28  feet, 
mean  low  water,  and  gave  an  outlined  i)lan  for  the  permanent  improve- 
ment of  the  bar  without  reference  to  Gedney's  Channel,  of  which  the 
estimated  cost  was  $5,000,000  to  $6,000,000.  (See  Keport  of  Board  of 
Engineers,  page  783  of  current  Report  of  Chief  of  Engineers,  United 
States  Army.) 

Sealed  proposals,  invited  by  public  advertisement  in  the  usual  way, 
were  oi)ened  12  o'clock  noon,  Thursday,  January  15,  1885,  and  the  con- 
tract was  awarded  to  Mr.  Roy  Stone.  The  specifications  stated  that  no 
special  kind  of  i)lant  would  be  obligatory,  but  that  a  contractor,  propos- 
ing to  U8e  any  device  other  than  large  and  powerful  steam-dredgers  or 
pumps,  would  be  required  to  give  ])ositive  evidence  that  his  special  de- 
vice was  capable  beyond  question  of  doing  the  work  expeditiously  and 
satisfactorily,  and  was  not  simply  experimental  in  its  operations  where 
practicability  was  to  be  determined  at  Government  risk  and  expense. 
It  was  early  known  that  Mr.  Stone  proposed  bidding  upon  the  work, 
and  that  his  method  contemplated  the  displacement  during  ebb  tide  of 
the  material  in  situ  by  the  action  of  forcible  water-jets,  utilizing  the 
tidal  currents  for  its  transportation  seaward  into  deep  water;  and  the 
following  language,  appearing  in  the  specifications,  was  prepared  with 
special  reference  to  such  a  method  : 

Contractors  who  maybe  allowed  to  use  methods  which  rely  upou  jets  of  water  to 
displace  the  material,  aud  upou  the  curreuts  to  transport  it  seaward,  will  receive 
paymeut  ouly  after  the  full  depth  re([uired  by  these  speciticatious  shall  have  been  ob- 
tained uniformly  iu  the  channel  of  the  required  widtli  carried  entirely  across  the  ob- 
structing- shoal.  The  application  of  this  last  method  is  liable  to  heap  up  in  one  place 
material  which  has  been  displaced  iu  another,  and  the  action  may,  by  reason  of  cross- 
currents, be  so  active  as  to  reduce  the  depth  of  the  channel  undergoing  improvement 
below  what  now  exists,  and  possibly  to  close  the  entrance  temporarily  to  vessels  of 
deep  draught.  The  engineer  iu  charge  will  reserve  the  right  to  suspend  at  any  time 
or  to  wholly  discontinue  the  use  of  such  a  device,  should,  in  his  judgment,  the  prog- 
ress of  deepening  the  channel  by  this  method,  after  a  fair  trial,  prove  slow,  irregular, 
and  without  promise  of  ultimate  success,  and  in  the  event  of  such  suspension  or  dis- 
continuance, no  allowance  will  be  made  to  the  contractor  for  expenses  incurred,  until 
he  has  succeeded  by  other  methods  in  gaining  the  required  improvement,  at  which 
time  payment  will  be  made  according  to  the  terms  of  the  contract.  Should  the  con- 
tractor, however,  delay  beyond  tliirty  days  in  su])plying  new  plant,  or  in  making 
positive  provision  for  its  delivery  upon  the  site  within  a  reasonable  time,  his  contract 
will  be  annulled,  with  the  penalties  provided  by  the  law  governing  such  cases. 

As  Mr.  Stone's  metliod  had  never  had  any  known  application  upon  a 
sea-bar,  a  copy  of  his  proposal  is  here  inserted: 

I  propose  to  open  a  channel,  as  required  by  the  specifications  for  deepening  Ged- 
ney's Channel,  to  a  depth  of  26  feet  at  mean  low  water,  and  to  a  width  of  200  feet, 
for  the  sum  of  $60,000,  payable  when  such  above  specified  channel  shall  be  completed, 
using  a  steamer  of  not  less  than  500  horse-power,  ec^uipped  for  hydraulic  plowing. 


768        EEPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


I  propose  to  begin  work  within  tw»^aty  days  from  siguinjj  a  contract  for  said  work, 
observing  the  roqnirements  of  said  specifications  as  to  shoals  arising  from  snch  ex- 
cavation. I  propose  further,  if  required  by  the  United  States,  to  widen  said  channel 
to  the  extent  of  200  feet  additional,  and  of  the  same  depth,  for  $'^0,000,  payable  on 
completion  of  such  additional  width  of  channel,  and  while  this  widening  is  in  pro- 
cess to  keep  the  finished  channel  staked  and  lighted,  so  that  it  may  be  followed  by 
day  or  night,  and  to  maintain  its  depth  by  removing  on  notice  any  shoals  that  may 
form  in  it,  said  work  to  be  done  according  to  said  specifications. 

I  propose  also,  if  required,  to  widen  said  channel  not  exceeding  200  feet,  in  addi- 
tion to  the  400  feet  hereinbefore  provided  for,  to  the  same  depth,  for  1^5500  per  foot  in 
width,  and  an  additional  200  feet  in  width,  if  required,  for  |550  per  foot  in  width, 
payable  in  each  case  upon  completion  of  the  additional  width  required,  maintaining 
and  marking  the  finished  channel  as  before  ;  provided,  that  if  at  any  time  during  the 
progress  of  the  work  an  excessive  deposit  by  waves  or  currents  renders  it  impracti- 
cable to  obtain  or  maintain  to  the  full  depth  any  portion  of  such  proposed  channel 
by  diligent  use  of  the  proposed  method  of  operation,  no  penalty  shall  be  incurred  be- 
yond the  loss  of  compensation  for  such  uncompleted  portion. 

Roy  Stone. 

The  bid  of  Mr.  Stone  was  in  reality  not  the  lowest,  but  it  was  thought 
to  be  the  most  acceptable,  because  he  proposed  to  open  a  channel  200  . 
feet  wide,  with  28  feet  depth,  mean  low  water,  entirely  across  the  shoal 
before  any  of  the  other  bidders  would  be  ready  to  commence,  and  be- 
cause the  press  of  the  city,  presumably  expressing  the  opinion  of  the 
mercantile  bodies  interested  in  the  shipping  of  the  port,  was  strong  in 
its  advocacy  of  the  hydraulic  method.  There  was  also  another  impor- 
tant reason  for  allowing  the  hydraulic  method  to  be  tried.  It  was  not 
at  all  certain  that  the  excavations  taken  from  the  channel,  by  whatever 
device  used,  would  not  be  replaced  by  material  brought  in  by  wave 
action  during  and  after  an  easterly  storm,  a  problem  not  yet  solved. 
If  dredgers  were  employed,  to  which  payments  were  made  on  measure- 
ment of  material  actually  removed,  the  Government  would,  on  the  sus- 
pension of  operations  for  any  cause,  have  incurred  an  expense  propor- 
tionate to  the  amount  of  material  removed,  whereas,  by  the  employ- 
ment of  the  hydraulic  method  tht3  Government  would  incur  no  expense 
unless  the  channel  were  opened  for  a  definite  width  and  depth  across 
the  shoal,  and  the  contractor  would  be  held  responsible,  besides,  for 
any  shoalings  which  the  application  of  his  method  might  occasion  in  the 
channel.  For  the  foregoing  reasons  the  contract  was  awarded  to  Mr. 
Stone,  by  the  terms  of  which  the  contractor  agreed  to  open  a  channel 
entirely  across  the  shoal  at  the  western  end  of  Gedney's  Channel,  480 
feet  wide  and  28  feet  deep,  mean  low  water;  but  it  was  expressly  stipu- 
lated that  if  he  failed  to  complete  his  contract  by  June  1, 1885,  it  would 
be  annulled,  and  that  no  compensation  would  be  paid  to  him  for  money 
or  labor  expended  by  him,  in  addition  to  what  might  have  already  been 
paid  to  him  in  accordance  with  the  terms  of  the  contract.  The  contract 
was  dated  February  7,  1885.  On  the  24th  day  of  March  the  contractor 
began  with  his  hydraulic  plows,  and  continued  at  work,  with  many  in- 
terruptions, due  to  imperfections  in  his  plant  and  its  appliances,  till 
26th  of  April,  at  which  time  the  plows  were  discarded  by  the  contractor 
and  an  induction  pipe  substituted.  It  appeared  from  frequent  sound- 
ings, taken  as  the  work  progressed,  that  the  material  loosened  by  the 
plows  and  carried  forward  by  the  ebb  currents  was  all  brought  back  by 
the  flood  currents  to  nullify  the  contractor's  operations  for  deepening 
the  channel.  By  the  use  of  the  induction  tube  the  contractor  hoped, 
by  absolutely  raising  the  material  through  the  tube,  inclined  to  an 
angle  of  45  degrees  to  near  the  water-surface,  to  put  it  in  a  condition 
for  more  effective  transportation  by  the  currents.  It  is  believed  that 
but  little  of  the  shingle  was  carried  through  the  tube,  and  that  the  dis- 
coloration of  the  water  noticed  in  the  wake  of  the  vessel  came  chiefly 
from  the  sand  stirred  by  the  induction.    This  modification  of  the  plant 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLE81UE.  7G9 


was  not  more  successful  in  its  application  than  the  hydraulic  plow,  and 
the  contractor,  finding"  it  im])ossible  to  deepen  the  bar,  notwithstanding 
the  favorable  conditions  under  which  his  devices  were  used,  threw  up 
his  contract  on  the  14th  of  May  and  withdrew  from  the  work.  A  de- 
tailed description  of  the  plant  used  by  the  contractor,  i)repared  by  Mr. 
A.  Doerflinger,  assistant  engineer  in  charge,  is  given  herewith: 

The  Hteainer  Osceola,  to  which  was  attached  the  device  known  as  the  marine  i)low, 
is  a  propeller,  120  feet  in  length,  28  feet  beam,  11  feet  dran<;ht,,  and  600  horse-power. 
She  was  originally  built  for  towing  purposes,  and  was  chartered  and  fitted  out  by  the 
contractor  especially  for  the  work  of  deepening  Gedney's  Channel.  In  th(^  engine- 
room,  forward  of  her  own  engines,  were  four  Worthington  duplex  pumps,  each  fitted 
with  an  18^-inch  steam-cylinder,  and  a  14-inch  diameter  water-cylinder  with  10-iucb 
stroke,  and  a  capacity  of  1,250  gallons  per  minute  each.  Connected  to  these  punjps, 
on  each  side  of  the  boat,  by  a  universal  joint,  was  a  discharge-tube  10  inches  in  diam- 
eter, each  tube  receiving  the  discharge  of  two  pumps.  These  tubes  were  54  feet  long, 
and  had  an  inclination  fnmi  forward  to  aft  of  ab(mt  45  degrees  while  at  work,  and 
could  be  raised  or  lowered  at  will  by  a  hoisting  engine  located  on  the  stern  of  the 
boat.  Each  of  the  discharge-tubes  terminated  at  the  lower  end  in  two  2-inch  noz- 
zles which  threw  jets  of  water  forward  and  upward,  diverging  from  each  other  at  an 
angle  of  about  45  degrees.  The  water  pressure  at  the  nozzles  was  said  by  the  con- 
tractor to  be  150  ])ounds  per  square  inch.  When  the  tubes  were  lowered  and  the  boat 
moved  forward  the  water-jets  would  cut  furrows  into  the  bottom,  and  throw  a  portion 
of  the  material  displaced  up  into  the  overlying  stratum  of  water,  thence  to  be  carried 
seaward  by  the  current.  The  plowing  operations  were  conducted  only  during  the 
ebb  tide.  The  induction-tube,  used  after  the  plows  were  abandoned,  consisted  of  an 
iron  pipe  :^0  inches  in  diameter  and  40  feet  jn  length,  open  at  both  ends.  It  was  fast- 
ened to  the  starboard  side  of  the  boat,  nearly  amidship,  by  ropes  passing  over  pulleys 
in  an  A  frame.  The  other  end  was  bell-mouihed  and  5  feet  wide,  and  could  be  raised 
and  lowered  by  the  hoisting  engine  on  the  stern  of  the  l)oat.  A  number  of  curved 
wrought-iron  springs  were  aitached  to  the  bell-mouthed  extremity,  so  that  when  low- 
ered to  the  bottom  any  obstruction  might  be  passed  over  without  injury  to  the  tube. 

Running  longitudinally  along  the  outside  of  the  larger  tube,  and  securely  fastened 
to  it,  were  two  iron  injection-pipes  6  inches  in  diameter.  Their  extremities  were  of 
copper,  and  had  an  upward  curvature  and  taper  to  a  2-inch  nozzle,  which  entered  the 
larger  pipe  on  opposite  sides,  the  point  of  entrance  being  7  feet  from  the  lower  e  nd 
or  bell-mouth.  Through  these  pipes  streams  of  water  were  injected,  which  met  in  ■ 
the  axis  of  the  large  tube  7^  feet  from  the  point  of  entry  ui)wards.  The  water  thus 
injected,  at  the  rate  of  1.250  gallons  a  minute  for  each  pii)e,  ascended  through  the 
large  tube  and  induced  an  upward  current,  causing  the  water  in  contact  with  the 
bottom,  as  well  as  the  loose  surface  sand,  to  rise  in  the  tube,  from  the  ujiper  end  of 
which  it  emerged  about  6  inches  below  the  water-surface. 

Two  of  the  W<uthington  pumps,  before  mentioned,  were  used  to  induce  the  upward 
current.  A  flexible  hose  connected  each  of  the  injection-pipes  with  the  discharge 
from  the  pumps.  A  third  pump  was  used  to  direct  a  stream  of  water  through  an 
ordinary  liose  directly  against  the  bottom,  so  as  to  loosen  the  material  for  ready 
passage  into  the  induction-tube.  The  nozzle  of  this  hose  was  attached  to  the  bottom 
of  the  induction-tube,  with  which  it  w^as  raised  and  lowered. 

No  payments  were  made  to  the  contractor  by  the  Government. 

On  the  2 1st  of  May  the  work  was  readvertised,  and  the  proposals 
were  opened  at  12  o'clock  noon,  June  23.  Mr.  Roy  Stone  was  the  lowest 
bidder,  but  up  to  the  close  of  the  tiscal  year  no  award  was  made. 

The  amount  expended  during  the  tiscal  year  ending  June  30, 1885,  for 
surveys,  engineering,  and  inspection  was  $13,480.05. 

The  least  dei)th  on  the  bar  is  24  feet  mean  low  water,  apj)roximatel3^, 
and  does  not  materially  differ  from  that  in  the  main  channel  over  the 
flats  in  the  inside,  west  of  Flynn's  Knoll. 

The  depth  at  both  places  should  l)e  increased  to  28  feet  mean  low 
water,  so  as  to  enable  the  largest  modern  steamers  and  vessels  which 
visit  the  port  to  come  to  an  anchorage  in  the  upper  bay  or  to  pass  out 
to  sea  without  regard  to  tides.  The  most  expedieut  way  of  deepening 
the  water  on  the  bar — not  exclusively  in  Gedney's  Channel — is  to  contract 
the  entrance  by  a  stone  construction  starling  from  the  north  shore.  The 
attainment  of  such  a  result  can  only  be  reached  by  a  large  expenditure 
of  money,  but  the  extent  of  the  coast  and  foreign  commerce  of  New  York 
49  E 


770        REPORT   OF  THE  CHIEF  OF  ENGINEERS,  U.  8.  ARMY. 


City,  which  is  equaled  by  few  foreign  ports,  and  the  great  wealth  aud 
diversified  interests  concentrated  there,  all  justify  the  appropriation  of 
a  large  sum  at  one  time  for  the  construction  of  permanent  works  of 
improvement  at  the  entrance  to  this  magnificeirt  harbor,  not  only  for  the 
maintenance  of  the  existing  depth  on  the  bar,  despite  imprudent  dump- 
ings of  city  refuse  matter,  about  which  so  much  has  been  written,  but 
for  the  deepening  of  the  channel  through  the  bar  to  stimulate  trade,  and 
to  increase  the  wealth  of  the  city,  and  to  enlarge  the  compass  of  all  its 
manufacturing  interests. 

By  the  act  of  July  5,  1884,  Congress  has  expressed,  practically,  the 
opinion  that  the  depth  of  24  feet  mean  low  water  on  the  bar  is  not  suf- 
ficient to  meet  the  requirements  of  the  shipping  of  the  harbor,  and  it  is 
certain  that  the  single  appropriation  of  $200,000  of  last  session  will  not 
maintain  permanently  nor  possibly  even  for  the  shortest  period  a 
greater  depth.  If  dredging,  at  best  only  a  temporary  expedient,  is  to 
constitute  the  adopted  method  of  improvement,  granting  it  can  be  satis- 
factorily executed,  it  is  probable  that  an  appropriation  must  be  made 
annually  to  keep  open  the  improved  channel.  The  preferable  plan  is 
to  appropriate  a  large  sum,  say  $2,000,000,  at  one  time  for  the  immedi- 
ate commencement  of  the  permanent  improvements  before  referred  to, 
which,  on  completion,  will  aflbrd,  without  other  human  agency,  unless 
experience  elsewhere  is  misleading,  all  the  water  which  any  possible 
ocean -carrier  may  require.  The  entrance  to  New  York  Harbor  seems 
peculiarly  adapted  for  such  in^provements,  and  their  construction  is 
recommmended.  To  remove  the  obstructions  existing  in  the  main 
channel  on  the  inside,  west  of  Flynn's  Knoll,  the  recommendation  con- 
tained in  my  report  dated  December  6,  1884,  for  the  appropriation 
of  $770,000  is  repeated.  Ko  recommendation  is  made  for  Gedney^s 
Channel  exclusively.  The  expediency  of  endeavoring  to  improve  that 
channel  by  the  expenditure  of  small  sums  of  money  can  oidy  be  deter- 
mined after  the  results  are  known  which  will  follow  the  expenditure  of 
the  existing  appropriation. 

An  appropriation  of  $2,500,000  is  recommended,  and,  if  appropriated, 
will  be  applied  towards  the  o])ening  by  dredging  of  a  channel,  through 
the  shoal  in  the  main  channel  west  of  Flynn^s  Knoll,  2  miles  long,  1,000 
feet  wide,  and  28  feet  deep,  mean  low  water,  and  toward  the  commence- 
ment of  the  permanent  works  ot  improvement  for  deepening  the  water 
on  the  outer  bar,  outlined  by  the  Board  of  Engineers  for  river  aud  har- 
bor improvements  in  their  report  dated  December  23,  1884. 

It  is  recommended  that  the  title  of  the  appropriation  for  the  improve- 
ment herein  recommended  shall  read,  "  For  the  improvement  of  the  bar 
and  lower  bay  at  the  entrance  to  New  York  Harbor." 

This  work  is  in  the  collection  district  of  New  York.  Nearest  liglit-liouse,  Sandy 
Hook  Light.  The  nearest  fort  is  fort  at  Sandy  Hook.  Amount  of  reveune  collected 
at  the  port  of  New  York  during  the  year  ending  June  30,  1885,  was  $126,183,873.57. 


Money  statement. 


Amount  appropriated  by  act  approved  July  5,  1884  

July  1,  1885,  amount  expended  during  fiscal  year,  exclusive 


$200, 000  00 


of  outstanding  liabilities  July  1,  1884. 
July  1,  1885,  outstanding  liabilities  


1113,480  65 
50  00 


13,530  65 


July  1,  1885,  amount  available 


18(5,  469  35 


r  Amount  (estimated)  required  for  completion  of  existing  project  

j  Amount  that  can  be  profitably  expended  in  fiscal  year  ending  June  30, 

{  1887   

I  Submitted  in  compliance  with  requirements  of  section  2  of  river  and 
{    harbor  acts  of  1866  and  1867. 


6, 000, 000  00 


2,  500,  000  00 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  771 


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APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  773 


COMMERCIAL  STATISTICS. 

The  following  is  a  copy  of  letter  received  from  the  collector  of  customs,  port  of 
New  York,  furuishiiig  statistics  with  reference  to  the  commerce  of  the  harhor : 

Custom-House,  Np:w  York  City, 

CoUcctor'8  Office,  July  1885. 

Sir  :  As  requested  in  your  favor  of  the  3d  instant,  it  gives  me  pleasure  to  furnish 
the  statistical  information  you  desire  for  the  fiscal  year  ending  June  30,  1885 : 


Total  receipts  from  all  sources   $126, 18:5, 87"3  57 

Value  of  imports   380,  075, 748  00 

Value  of  imports  for  interior  ports   1<),  833,  .562  00 

Value  of  imports  in  transit   16, 042, 18;^  00 

Value  of  domestic  exports   334,729,775  00 

Value  of  foreign  exports   9,796,534  00 

Value  of  merchandise  in  bond  June  30   21,  485,  0S5  00 

Value  of  specie  (imports)   6,314,264  OO 

Value  of  specie  (exports)   14,656,718  00 

Tonnage. 

Foreign  vessels  entered,  4,130  -   4,7*29,283 

Foreitfu  vessels  cleared,  4,031   4,670,360 

American  vessels  from  foreign  ports,  1,691   930,444 

American  vessels  for  foreign  ports,  1,273    770,105 

Coastwise  vessels  entered,  1,913   1, 761,  'MS 

Coastwise  vessels  cleared,  3,076  ^   2,2-80,063 


Very  respectfully, 

E.  S.  Hedden, 

CoUecior. 

'Bvt.  Lieut.  Col.  G.  L.  Gillespie, 

U.  S.  Engineer  Office. 


DEEPENING  GEDNEY'S  CHANNEL  THROUGH   SANDY  HOOK  BAR,  NEW 

YORK. 

Office  of  the  Chief  of  Engineers, 

United  States  Army, 
Washington,  D.  C,  Decemher  26,  1884. 
Sir  :  The  river  and  harbor  act  of  July  5, 1884,  contains  the  following : 

Deepening  Gedney's  Channel  through  Sandy  Hook  Bar,  New  York  -§200,  000 

With  the  view  to  preparin^j  a  project  for  its  application  a  survey 
was  deemed  necessary,  and  the  result  is  shown  iu  the  accompanying 
report  and  map  submitted  hy  Maj.  G.  L.  Gillespie,  Corps  of  Engineers. 

This  project  was  sent  to  the  Board  of  Eugineers  for  Fortifications 
and  for  Kiver  and  Harbor  Improvements,  who  remark  in  regard  to  it  as 
follows : 

While  not  expecting  large  results  from  dredging  here,  yet,  as  the  appropriation  is 
specitically  confined  to  this  channel,  the  Board  recommend  that  an  attempt  be  made 
to  secure  a  channel  there  28  feet  deep  and  of  such  width  as  the  appropriation  will 
pay  for,  by  one  of  the  numerous  methods  of  dredging. 

If  before  ihe  whole  appropriation  were  expended  experience  should  show  that  the 
dredged  channel  rapidly  tilled  up,  the  work  might  be  stopped  by  the  Secretary  of 
War,  the  contractor  being  properly  remunerated. 

It  will  be  seen  that  the  Board  approves  Major  Gillespie's  project,  and 
its  views  in  the  matter  are  concurred  in  by  me.  As  this  is  a  new  work, 
the  project  is  respectfully  recommended  for  approval. 

In  connection  with  this  subject  the  Board  of  Eugineers  has  discussed 


774        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S'  ARMY. 

and  proposed  a  project  for  the  permanent  improvement  of  the  entrance 
to  the  harbor  of  New  York,  which  will  be  submitted  in  another  com- 
munication at  an  early  day. 

Very  respectifully,  your  obedient  servant, 

John  G.  Parke, 
Acting  Chief  of  Engineers. 

Hon.  Egbert  T.  Lincoln, 

Secretary  of  War. 

Approved. 

Egbert  T.  Lincoln, 

-'■Secretary  of  War. 

War  Department,  December  27,  1884. 


letter  of  the  chief  of  engineers. 

Office  of  the  Chief  of  Engineers, 

United  States  Army, 
Washington,  D.  0.,  January  8,  1885. 

Sir:  Eeferring  to  my  communication  of  the  26th  ultimo,  submitting- 
report  and  map  of  the  recent  sur^^ey  made  by  M  ij.  Gr.  L.  G-illespie,  Corps 
of  Engineers,  in  connection  with  the  work  for  "deepening  Gedney's 
Channel  through  Sandy  Hook  Bar,  New  York,-'  under  the  appropriation 
of  $200,000  provided  therefor  by  the  river  and  harbor  act  of  July  5, 
1884,  and  to  the  fact  stated  therein  that  the  Board  of  Engineers  for 
Fortifications  and  for  Eiver  and  Harbor  Improvements,  in  considering- 
Major  Gillespie's  project,  had  discussed  and  proposed  a  plan  for  perma- 
nent improvement  of  the  entrance  to  New  York  Harbor,  I  have  now  the 
honor  to  submit  a  copy  of  Major  Gillespie's  report  and  of  the  report  of 
the  Board  of  Engineers  to  whom  it  was  referred,  and  to  commend  the 
same  to  careful  consideration,  with  the  remark  that  the  length  and 
height  of  the  jetties  may  be  more  exactly  determined  during  the  actual 
construction  by  observation  of  the  effects  produced. 

In  view  of  the  great  importance  of  the  subject,  and  its  bearing  upon 
the  interests  of  navigation  and  commerce,  not  only  with  reference  to 
the  city  of  New  York,  but  to  the  whole  country,  I  venture  to  suggest 
that  the  reports  may  prove  of  value  to  the  Committee  on  Elvers  and 
Harbors,  and  accordingly  beg  to  recommend  that  they  be  transmitted 
to  the  Speaker  of  the  House  of  Eepresentatives  for  the  information  of 
that  committee. 

A  copy  of  my  communication  of  the  26th  ultimo  is  also  herewith. 
Very  respectfully,  your  obedient  servant, 

John  Newton, 
Chief  of  Engineers^  Brig,  and  Bvt.  Maj.  Gen 
Hon.  Egbert  T.  Lincoln, 

Secretary  of  War. 


project  of  major  g.  l.  gillespie,  corps  of  engineers. 

United  States  Engineer  Office, 

JS^eiv  York,  December  6,  1884. 
General  :  I  have  the  honor  to  transmit  by  to-day  s  mail  a  tracing 
of  the  chart  of  the  survey  of  part  of  the  lower  bay.  New  York  Harbor, 
made  in  compliance  with  the  recommendation  of  the  Board  of  Engineers, 


APPENDIX  V  REPORT  OF  LIEUT.-COL.  GILLESPIE.  775 


New  York  City,  July  28, 1884,  and  to  submit  a  project  for  the  deepening 
of  Gedney's  Channel,  for  which  an  ap])roi)riation  was  made,  act  July  5, 
1884. 

The  survey  was  commenced  Au<^ust  21,  an<l  the  hydrography  was 
completed  the  tirst  week  in  November. 

Limited  observations  for  determining  directions  and  velocities  of  the 
currents  near  the  site  of  the  proposed  improvement  were  c()mj)leted  on 
the  24th  of  November. 

?*^  J^orings  by  a  submarine  diver  were  also  made  at  different  i)oints  of 
tlie  bay,  and  material  from  the  bottom  taken  to  a  depth  of  3  feet  below 
the  bed,  and  so  arranged  in  boxes  that  its  character  at  the  varying 
depths  can  be  readily  inspected. 

Without  entering  into  a  detailed  description  of  the  survx\y  it  may  be 
said  in  the  beginning  that  no  decline  in  any  of  the  channels  has  taken 
j)lace  lately  ;  in  fact,  it  is  believed  that  the  several  entrances  are  uni- 
forndy  better  than  ever  before.  The  depth  on  the  bar  in  Gedney's  Chan- 
nel is  in  general  24  feet,  mean  low  water,  with  scattering  lumps  where 
the  depths  are  a  few  tenths  less. 

This  dei)th  has  been  maintained  with  suiall  oscillations  both  ways  for 
a  long  period  of  time,  and  represents,  with  a  near  approximation  to  ac- 
curacy, the  resultant  action  of  the  scour  over  the  bar. 

In  ilTS  there  was  apparently  but  one  entrance,  which  was  close  to  j 
the  Hook  and  almost  due  east  and  west,  with  a  least  depth  of  21  feet,  / 
mean  low  w^ater,  and  a  least  width  of  2,500  feet.  | 

The  first  chart  made  by  the  Coast  Survey,  in  1835,  shows  least  water 
in  'Gedney's  Channel  23  feet,  and  in  South  Channel  21  feet.  The  ex- 
tended survey  by  the  same  department  in  1855  developed  a  slight  in- 
crease in  depth  in  all  the  channels,  with  a  partial  contraction  of  width, 
and  a  tendency  of  all  to  move  northward. 

Several  limited  surveys  were  made  subsequently,  notably  one  in  1881, 
and  one  in  1883,  all  of  whi(;h  indicate  a  very  slight  increase  in  depth 
on  the  bar.    The  last  chart  published  by  the  Coast  Survey  in  18S4,  / 
giving  the  results  of  surveys  in  1883,  represents  the  24  foot  curve  north  / 
and  south  of  the  bar  in  Gedney's  Channel,  as  separated  over  a  distance/ 
of  one-quarter  of  a  mile,  with  intervening  soundings  of  23  feet  in  small 
areas. 

The  sailing  directions  call  for  only  23  feet  mean  low  water. 

The  survey  just  com[)leted  does  not  very  appreciably  vary  of  its  re- 
sults from  that  of  1883,  and  shows  no  decline  of  the  channel. 

It  is  to  be  remarked  that  the  Coney  Island  Channel  has  extended 
westward  and  deepened  sin(;e  the  survey  of  1881,  and  that  the  South 
Channel  has  also  improved — 24  feet  mean  low  water  can  be  carried 
throuiih  in  a  tortuous  channel-way. 

The  change  in  the  character  and  draught  of  the  vessels  using  the 
harbor  during  the  past  thirty  years,  particularly  in  the  last  ten  years, 
has  had  its  influence,  no  doubt,  in  slightly  increasing  the  depth  from  21 
feet  to  24  feet  on  tlie  bar,  to  which  we  may  add  possibly,  also,  the  north- 
ward advance  of  Sandy  Hook. 

The  earliest  mention  we  liave  of  the  high-water  line  on  the  north 
shore  of  the  Hook  is  contained  in  the  deed  of  transfer  to  the  United 
States  of  the  4  acres  on  the  northern  end,  containing  the  site  of  the 
main  light-house,  which  was  established  in  1752. 

The  southern  boundary  line  of  the  lot  was  then  stated  to  be  18  chains 
I  south  of  the  high- water  mark,  north  shore.  By  1779  it  seems  to  have 
advanced  northward  and  westward  one-fourth  of  a  mile,  with  a  tend- 
ency to  an  overlapping  hook  to  the  southward.    By  1835  the  northern 


776        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


part  bad  advanced  another  1,800  feet  with  a  great  increase  of  width, 
characterized  by  a  regular  outline  of  east  and  west  shore-lines,  and  an 
entire  obliteration  of  the  western  Hook.  It  had  at  that  time  practically 
the  same, northern  limit  as  exists  to-day.  By  1844  the  northern  crown 
had  advanced  to  the  northeast  several  hundred  feet,  then  receded  in 
1856  to  the  southwest,  and  tben  began  a  progressive  movement  north- 
ward till  it  reached  its  maximum  limit,  in  1868,  north  by  west  of  light- 
house 5,400  feet,  approximately. 

Since  1868  it  has  progressively  receded  until  it  has  again  nearly 
reached  the  position  of  1835,  with  an  added  western  extension  or  hook 
of  1,200  feet. 

The  observations  made  during  the  advance  of  the  Hook  indicate  that 
opposing  shoals  immediately  to  the  northward  were  not  destroyed,  but 
only  reduced  in  dimensions,  and  the  channels  embraced  only  reduced 
in  width. 

The  depths  in  the  channels  suffered  but  little  change,  inclining,  how- 
ever, to  an  increase. 

The  recession  of  tbe  Hook  produced  no  appreciable  changes  in  the 
depth  of  the  channels  near  tbe  Hook. 

The  borings  just  made  by  a  diver  show  that  the  obstructing  shoal  in 
Gedney's  Channel  is  composed  of  gravel,  coarse  gray  sand,  and  sbells 
for  a  depth  of  2  feet  or  more,  well  compacted,  underneath  which  lies 
coarse  sand,  the  larger  shingle  of  tbe  size  of  a  pigeon  egg  being  on  the 
crest  of  the'  bar,  and  the  underlying  sand  similar  to  that  of  the  adja- 
cent beach  and  shoals. 

On  tbe  shoal  immediately  south  of  Gedney's  Channel  the  surface  ma- 
terial is  a  coarse  grade  of  round  sand,  scarcely  large  enough  to  be  called 
gravel,  though  gravel  appears  over  small  areas,  intermingled  with  a 
black  mud  with  a  ujixture  of  decomposed  animal  matter,  probably,  as 
the  area  near  black  buoy  No.  3  is  covered  everywhere  with  masses  of 
large  mussels  8  to  10  inches  in  depth. 

A  boring  was  taken  one-balf  mile  southeast  of  the  buoy,  and  evidences 
of  mussels  were  also  noticed. 

The  careful  examinatioLs  of  this  shoal  revealed  the  presence  of  a  pile 
of  broken  stone,  160  feet  long  and  from  10  to  30  feet  wide,  lying  in  a 
direction  almost  parallel  with  the  channel. 

Its  western  end  is  near  black  buoy  ^o.  3,  and  400  feet,  approximately', 
from  the  south  edge  of  the  channel.  It  is  covored  with  a  thick  mass  of 
live  mussels.  No  fragments  of  timber  were  found  near  itj  if  any  ever 
existed  it  was  destroyed  by  sea  insects. 

Tbe  stone  was  probably  dumped  there  many  years  ago. 

On  the  north  side  of  the  channel  tbe  material  composing  tbe  shoal  is 
of  clean,  sharp,  quartzose  sand,  rather  coarse  and  angular,  and  entirely 
different  from  that  on  the  south  side. 

There  is  a  stratum  of  very  coarse  sand  below  the  surface,  which  is  a 
continuation,  doubtless,  of  the  shingle  stratum  observed  in  the  channel. 

At  tbe  head  of  Gedney's  Channel,  in  the  area  forming  tbe  union  of 
Main,  South,  and  Gedney's  Channels,  and  measuring  one-half  square 
mile  nearly,  the  material  is  a  coarse  red  sand,  quite  unstable  in  its  char- 
acter; a  slight  ])ressure  even  of  the  band  upon  the  bed  causing  a  pene- 
tration of  6  or  more  inches. 

Tbe  shoal  patches  from  near  the  center  of  tbe  swash  channel  outward 
have  a  like  composition,  but  are  more  compact.  This  sand  is  similar  to 
that  of  which  liomer  Shoal  is  composed. 

The  shoal  which  projects  eastward  into  tbe  main  channel  on  the  west 
side  of  Flynn's  Knoll  is  of  a  fine  grade  of  gray  sand,  mixed  with  a 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  777 


large  proportion  of  black  ahiy,  giving  the  mass  the  appearance  of  black 
mud.  Tbe  sbingie  which  is  sometimes  noticed  heaped  u\Km  the  beach 
on  the  east  side  of  Sand}'  Hook  and  on  the  south  shore  of  Earitan  Buy 
is  usually  about  the  size  of  tfte  pebbles  forming  the  crest  of  the  Ged- 
ney's  Channel  Bar. 

Current  stations  were  occupied  at  west  end  of  Gedney's  Channel, 
junction  of  main  and  swash  channels,  main  channel  west  of  Flynn-.s 
Knoll,  swash  channel  south  of  Komer  beacon,  north  end  of  False  Hook 
Channel,  and  in  bay  west  side  of  Sandy  Hook. 

The  float  was  a  cylinder  of  wood,  3  inches  in  diameter,  weighted  so 
as  to  maintain  its  lower  end  near  the  bed. 

The  results  will  be  shown  upon  a  separate  chart  which  will  be  for- 
warded later  on. 

The  maximum  velocity  observed  for  the  ebb  in  Gedney's  Channel 
was  IJ  and  for  flood  1.33  statute  miles  per  hour.  The  set  of  both  maxi- 
mum ebb  and  flood  is  almost  directly  along  the  axis  of  the  channel. 

PROJECT  FOR  IMPROVEMENT. 

The  act  of  July  o,  1884,  makes  a  specific  api^ropriation  for  the  deep- 
ening of  Gedney's  Channel,  and  this  project  is  therefore  limited  to  that 
channel. 

The  metjhods  usually  adopted  for  deepening  a  channel  are  by  con- 
traction or  b3"  removal  of  material  by  steam  dredgers. 

The  distance  from  Sandy  Hook  to  Coney  Island  on  the  shortest  line 
is  7  statute  miles;  the  observations  of  fifty  years  show  that  the  out- 
ward scour  through  this  opening  is  just  able  to  maintain,  with  slight 
variation,  a  least  depth  on  the  bar  of  21  to  23 J  feet  low  stage. 

A  contraction  of  2  miles  by  a  construction  springing  from  Coney 
Isand,  and  rising  to  half-tide  over  the  wide  shoal  on  that  side,  would 
increase  the  ebb  flow  over  the  channels  to  the  southward  by  training  the 
ebb  from  the  Narrows,  and  would  give  the  same  velocity  of  currents 
at  the  entrance  as  before,  provided  the  average  depth  of  the  cross  sec- 
tion was  made  27  feet. 

In  this  estimate  the  average  velocity  of  the  current  is  taken  at  1 
mile  per  hour,  and  the  duration  of  the  flow  six  hours,  and  the  present 
average  depth  of  water  20  feet. 

This  contraction  of  the  outer  opening  to  the  sea  would  doubtless  re- 
quire the  strengthening  of  Sandy  Hook  by  a  crown  of  riprap  extending 
from  the  western  to  the  eastern  shore,  supplemented  by  jetties  north- 
ward and  anchored  in  deep  water. 

Such  works  of  improvement  should  be  solidly  made,  to  resist  the  ac- 
tion of  the  sea,  and  would  cost  a  sum  much  beyond  the  present  appro- 
priation. 

Before  considering  such  a  project  it  would  be  well  to  try  the  ex})eri- 
ment  of  deepening  the  channel  across  the  bar  by  dredging,  which  has 
been  so  successful,  by  report,  at  the  mouth  of  the  Tyne,  and  at  other 
ports  in  England,  where  tke  dredged  channels  have  been  in  the  open 
sea,  and  when  improved  have  been  self-maintaining. 

If  the  experiment  fails  here,  then  the  composition  and  nature  of  all 
the  shoals  should  be  accurately  determined  by  deep  borings  ;  the  action 
of  thecurrents  definitely  learned,  and  the  method  by  contraction  studied. 

The  project  which  I  submit  for  present  consideration,  then,  is  to  open 
a  channel  through  the  shingle  shoal  lying  across  the  western  entrance 


778        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


to  Gedney's  Chaimel,  between  the  30-foot  curves,  low  stage,  by  dredg- 
ing ;  by  any  other  method  providing  tor  the  raising  of  the  obstructing 
materiel  and  carr^-ing  it  elsewhere  to  an  assigned  place  of  deposit,  or 
by  any  well  developed  plan  of  removal  bf  artificial  currents. 

The  ijroposed  cut  will  extend  along  the  axisis  of  the  channel  for  an  ap- 
l)roximate  distance  of  4,000  feet,  will  be  1,000  feet  w  ide,  and  will  carry 
30  feet  at  mean  low  stage. 

The  maximum  depth  of  cutting  will  be  6J  feet,  and  the  amount  of 
material  required  to  be  removed  will  be  700,000  cubic  yards,  measured 
in  place. 

The  tonnage  of  the  largest  vessels  using  the  p^rt  in  1830  was  600 
tons,  draught  18  feet,  increased  in  1860  to  3,000  tons,  draught  21-24  feet, 
and  in  1884  to  8,000  tons,  draught  26  feet  and  over. 

The  commercial  importance  of  the  city  of  New  York  demands,  it 
seeuis  to  me,  that  the  depth  on  the  bar  at  low  tide  should  be  greater 
than  tiie  loaded  draught  of  the  largest  vessel  coming  to  the  i^ort,  so 
that  a  crossing  may  be  made  at  all  times  without  regard  to  tides. 

The  latest  construction  is  the  Ujnbria,  of  the  Canard  Line.  It  has  a 
length  of  520  feet,  and  57  feet  beam  (40  feet  hold),  and  light  draught, 
25.9  feet;  loaded,  28  feet. 

There  are  four  or  five  other  vessels  belonging  to  this  and  other  steam- 
ship companies  of  nearly  equal  dimensions. 

The  Great  Eastern,  which  came  here  in  1863,  had  a  tonnage  of  18,000 
tons,  and  drew  27  feet  w  ithout  cargo.  She  is  an  exceptional  vessel,  and 
no  vessel  of  her  type  will  probably  be  built  again. 

I  do  not  know  that  the  cut,  once  opened,  will  be  self-maintaining,  but 
the  present  appropriation  being  small  it  is  well  enough  to  experiment 
with  it,  and  if  the  experiment  is  moderately  successful  the  use  of  large 
sums  for  contraction  by  stone  structures  may  be  avoided,  and  the  an- 
nual appropriation  for  maintenance  may  be  placed  at  comparatively  low 
figures. 

There  is  a  shoal  in  the  main  channel  w  est  of  Flynn's  Knoll,  2  miles, 
(approximately)  wide,  with  only  25  to  25J  feet  depth,  mean  low  water. 
To  deepen  the  (jliannel  there  to  30  feet  mean  low  water  will  require  an 
improvement  similar  to  that  in  Gedney's  Channel ;  but  as  it  is  inside  of 
the  bar,  and  there  is  a  safe  and  deep  anchorage  for  vessels  near  the 
Hook,  the  improvement  is  not  so  urtrent  as  in  the  latter  channel ;  still 
there  are  other  considerations  which  make  it  highly  important  that 
this  shoal  should  be  removed  simultaneously  with  the  improvement  on 
the  bar. 


cost  of  improvp^ment. 

1.  Gedney's  Channell: 

Cliannel  1,000  feet  Avide,  30  feet  mean  low  water,  700,000  cubic  yards,  at 

50  cents    $350,000 

Channel  1,000  feet  wide,  28  feet  mean  low  water,  385,000  cubic  yards,  at 

50  cents   192,500 

Channel  1,500  feet  wide,  27  feet  mean  low  water,  367,000  cubic  yards,  at 

50  cents   183.500 

Channel  1,000  feet  wide,  27  feet  mean  low  water,  200,000  cubic  yards,  at 

50  cents   100,000 

Channel  800  feet  wide,  27  feet  meau  low  water.  146,000  cubic  yards,  at 

50  cents  .'   73,000 


The  least  width  of  the  existing  channel  between  the  24-foot  curves, 
north  and  south,  is  1,300  feet,  approximately. 


H  Exl  012  v2  49  1 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  779 

^.  Main  Channel,  west  of  Flynn's  Knoll: 

Channel  1,000  feet  wide,  30  feet  mean  low  water,  1,550,000  cubic  yards, 

at  40  cents   .'yiJSO,  000 

Channel  1,000  feet  wide,  28  feet  mean  low  water,  794,000  cubic  yards,  at 

40  cents   317,  000 

Channel  1,500  feet  wide,  27  feet  mean  low  water,  738,000  cubic  yards,  at 

40  cents   295,200 

Channel  1,000  feet  wide,  27  feet  mean  low  water,  467,000  cubic  yards,  at 

40  cents  '   186,800 

Channel  800  feet  wide,  27  feet  mean  low  water.  373,000  cubic  yards,  at 

40  cents  -   149,200 

The  least  width  of  the  existing  channel  between  24-foot  curves,  east 
m\d  west,  is  2,200  feet,  approximately. 

RECAPITULATION. 

Improving  Gedney's  Channel  for  30  feet,  mean  low  water   $350,  000 

Improving  main  channel  for  30  feet,  mean  low  water   (520,  000 

Total   970,000 


Xo  allowance  has  been  made  in  the  above  computations  for  irregu- 
larities in  cutting,  or  for  increase  in  bulk  should  the  material  be  meas- 
ured in  scows.  dDhis  increase  would  amount  probably  to  30  per  cent, 
for  the  28  and  30  feet  depths,  and  to  about  50  per  cent,  for  the  27  feet 
depths. 

The  least  width  fc*'  a  conveniently  navigable  channel,  where  cross-cur 
rents  exist,  for  the  largest  class  of  vessels,  is  800  to  1,000  feet- 

I  recommend  that  the  available  funds  be  apj)lied  toward  the  opening 
of  the  30  foot  channel,  by  dredging,  for  a  width  dependent  upon  the 
cost  of  removal  of  material,  and  the  work  be  done  by  contract  after 
soliciting  sealed  proposals  by  public  advertisement  in  the  usual  way. 

I  also  recommend  that  Congress  be  asked  to  make  an  additional  ap-  ^ 
propriatiou  of  $770,000  this  session  to  complete  the  improvement  pro- 
posed both  for  Gedney's  Channel  and  for  the  main  channel  on  the  in- 
side, or  for  application  toward  the  commencement  of  permanent  works 
of  construction,  if  such  works  be  found  necessar^^.  i 

It  is  my  belief  that  if  before  any  work  is  done  a  sufficient  time  be 
given  to  the  contractors  to  ])repare  an  extensive  plant,  suitable  for  mak- 
ing the  improvement  rapidly,  the  money  appropriated  will  be  most  ju- 
diciously and  advantageously  expended,  and  that  it  may  reasonably  be 
expected  that  the  channel  will,  after  the  proposed  improvement  has 
been  etft-cted,  be  self  sustaining  for  many  years. 

Two  papers,  marked  A  and  B,  respectively,  referring  to  the  commerce 
of  the  port  of  Xew  York,  accompany  this  report. 
Very  respectfully,  your  obedient  servant, 

G.  L.  Gillespie, 

Major  of  Engineers^ 
Bvt  Lieut.  CoJ.,  U.  A. 

Brig.  Gen.  John  Newton, 

Chief  of  Engineers^  TJ.  S.  A. 

»  '[First  iudorsement.] 

Office  Chief  of  Engineers, 

United  States  Army, 

Deeember  10,  1884. 
Respectfully  referred  to  Col.  J.  C.  Duane,  Corps  of  Engineers,  Presi- 
dent Board  of  Engineers  for  Fortifications  and  for  Kiver  and  Harbor 
Improvements,  for  the  information  of  the  Board,  and  report  with  re- 
commendations. 


780       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


The  previous  papers  are  herewith. 

The  Board  is  requested  to  give  the  matter  immediate  attention,  as  the 
earliest  possible  report  cofisisteut  with  the  importance  of  the  subject  is 
required. , 

Should  it  be  deemed  necessary,  the  Board  is  authorized  to  call  upon 
Major  Gillespie  for  any  additional  information  that  may  be  required, 
and  he  will  be  instructed  accordingly. 

To  be  returned. 

By  command  of  Brigadier-General  Kewton. 

John  G.  Parke, 
Colonel  l>f  Engineers^ 

Bvt.  Maj.  Gen.,  U.  S.  A. 

[Second  indorsement.] 

Office  of  the  Board  of  Engineers, 

New  York,  December  23,  1884. 
Kespectfully  returned  to  the  Chief  of  Engineers  with  report  of  the 
Board  of  this  date. 

J.  C.  DUANE, 
Colonel  of  Engineers ,  Bvt.  Brig.  Gen.,  U.  8.  A., 

President  of  the  Board. 


A. — Statement  sliowing  the  commerce  and  shipping  of  the  port  of  2^iv  York,  the  value  of  im- 
ports and  exports,  tonnage  and  number  of  vessels  entered,  cleared,  4^c.,  at  different  periods 
from  1825  to  1884. 


Years. 

Value  of  im- 
ports. 

Value  o] 
ports 

ex- 

Total  number 
of  vessels 
entered. 

Tonnaae 
of  vessels 
entered. 

Total  number 
of  vessels 
cleared. 

Tonnage 
of  vessels 
cleared. 

•c   !  ^ 
a  ^ 

d 

.1 
u 

a 

d 

'S 

o 

^  . 

1825  

$49,  639,  174 
35,  624,  070 
60,  440,  750 
111,  123,  524 
233,  692,  941 
315,  200,  022 
539,  386,  776 
465, 117,  630 

$35,  259,  261 
19,  697,  983 
34.  264,  080 
52, 712,  789 
145,  555,  449 
254, 137,  208 
425,  193,  099 
329,  555,  635 

\ 

■      280, 179 
314,715 
527,  594 
1,  249,  337 

1,  973,  812 

2,  971,  924 
7,  429,  802 
5,  658,  650 

263,  430 
243,  285 
408,  768 
982,  478 
1,678,  905 
3,  093, 186 
7,611,282 
5,  423,  70O 

1830  

*i,382  '  



1840  

1850  

18G0  

1870  

1880  

1884  

1,443  512 
1,882  :  1,281 
2,952  1  1,499 
2,142  ;  2,691 
2,366  5,775 
1,870  1  4,197 

1,  067 
1,379 

2,  026 
1,  594 
1,743 
1,  442 

503 
1,230 

1,  376 

2,  729 
5,  641 
4,  094 

*Thi8  number  probably  includes  both  American  and  foreign  vessels. 


Tears. 

American — 
sail. 

Foreign — 
sail. 

American — 
steam. 

Foreign — 
steam. 

Maximum  tonnage 
of  single  vessel. 

Draught  of  aver- 
age vessel. 

Amount  of 
duties  collected 
from 
all  sources. 

nS 

<o 
ii 
a. 

"S 

3 

<o 

4) 

a 

3  \ 

'6 

© 
O 

© 
© 

i 

© 
o 

Tons. 

Ft.  in. 

1830   

600 

18 

1840   

ifnt  It 

nnwn 

1850   

dn  

*i,8"o6to2,566 
13,000  to  5,000 
5,000  to  6,000 
6, 000  to  7, 000 
8,000 

1860   

2,  797 
1,946 
2,180 
1,031 

1,  332 

2,  156 
4,  274 
2,  473 

155 
196 
186 
239 

167 
535 
1,  501 
1,724 

13  9 
14 

16  11 

17  3 

$37,  920,  035  62 
127,  970,  547  94 
131,812,349  8» 
135,  093, 152  62 

1870   

1880   

1884  

i,  428 
1,  567 
227 

2, 146 

4,  120  1 
2,407 

166 
176 

227 

583 
1,  521 
1,  687 

*  Vessels. 


t  steamers. 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  781 

Draught  of  vessels  as  per  tonnage 


Description. 


Full  cargo 
Do.. 

Steamers.. 
Do.. 
Do.. 


Tons. 

2,  000 
2,  500  to  3,  000 

3,  500 
5,  000 
8.  000 


Draught. 


Feet. 

19  to  21 
24  to  2") 

20  to  21 
23  to  24 
2G  to  28 


NOTES. 


1.  At  the  present  time  the  maximum  draught  of  sailing  vessels  is  24  to  25  feet ;  that  of  steamers  26 
to  28  feet. 

2.  The  custom-house  authorities  take  no  account  of  the  coastwise  trade,  classifying  it  as  "Domestic 
commerce,"  and  keeping  no  track  of  it.  It  is  impracticable,  therefore,  to  include  the  large  coastwise 
tonnage  in  the  aggregate  given,  although  it  must  be  considered  as  extensive. 

3.  The  imports  include  merchandise  free  of  duty. 

4.  Tlie  tonnage  cleared  from  New  York  for  foreign  ports  was  from  1821-30  about  one-fifth  of  the 
whole;  from  18.31  to  1840  about  one-third  ;  from  1841  to  1850  about  46  per  cent. ;  and  up  to  1860  was  a 
little  less  than  50  per  cent,  of  the  whole. 

5.  The  steamship  Great  Eastern  is  the  largest  tonnage  vessel  that  has  ever  entered  the  port— 18,916 
tons.  The  Spanish  frigate  Numancia  the  largest-draught  vessel,  28  feet  8  inches.  This  vessel  had  to 
wait  for  a  spring  tide  to  cross  the  bar. 

6.  The  draught  of  a  sailing  vessel  of  2,500  to  3,000  tons,  full  cargo,  is  from  20  to  24  feet,  and  of  a 
steamer  of  5,000  to  6,000  tons  from  24  to  25  feet ;  of  7,000  to  8,000  tons,  25  to  28  feet. 


B. — List  of  steamships  plying  hetivceii  New  York  and  foreign  ports,  giving  tonnage^  dimen- 
sions, and  draught,  light  and  loaded. 


Name  of  vessel.  Tonnage. 


ANCHOR  LIXE. 


i  Toiui. 

Arcadia   1,081 

Alexandria  j  2,017 

Alsatia   2,799 

Anchoria    4, 168 

Arabia   3,  500 

Armenia   3,  395 

Assyria  I  1,623 

Australia  '  2,240 

Belgravia  '  5,  000 

Bolivia  ,  4,050 

Britannia   3,  069 

Caledonia   2, 125 

California   3,410 

Castalia   2,201 

Circassia   4,272 

City  ot  Rome  '  8,415 

! 

Columbia   2,029 

Devonia   4,270 

Dorian   1,  038 

Elvsia   2,733 

Ethiopia   4,  004 

Furuessia   5,  485 

! 

Galatia  !  3,095 

Hesperia   3,  037 

Hispania   3,189' 

India   2,476 

Italia   2,245 

Justitia   3,  040 

Karamania   3,  050 

Nubia   3.  553 

Olvmpia  :   2,051 

Persia   3,  550 

Roumania   3,387 


Dimensions. 


Draught  |  Draught 
light.    I  loaded. 


Feet. 


25  feet  2  inches. 


24  feet  7  in.;  24 
feet  5  in. 


Remarks. 


24  feet  4  in.;  24    8,000  indicated 


560  feet  by  52  feet  3 
inches  ;  depth,  37 
feet. 


feet  1^  in.  I 
26 feet 9 in.;  26  ! 
feet  5J  in. 


h  o  r  s  e-p  o  w  e  r ; 
can  be  worked 
15,000. 


24  feet  10  in. 


   23 feet  11  in.... 

445  feet  by  44  feet  6                    26 feet  9  in. ;  26  Gross  tonnage, 

inches  ;  depth,  34  i              i    feet  7J  in.  6,500 :  displiice- 

feet  6  inches.         {               |  ment  at  26  feet  9 

'  inches,  900  tons. 


24  feet  1  inch.. 


782        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 

B. — List  of  steamships  plying  between  N«w  York  and  foreign  ports,  ^c. — Contiuued. 


Name  of  yessel. 


ANCHOR  LINE— cont'd. 


Scandinavia. 

Sidonian   

Tunacria  

Tyrian  

Utopia  

Victoria  

Austral  


Brittenne  

CUNARD  UNK. 


Aleppo  

Atlas  

Aurauia  

Batavia  

Bothnia  

Catalonia  . 
Cephalonia 
Demerara. 

Etruria  

Gallia  

Kedar  

Malta  

Marathon  . 

Morocco  

Or. 


Tonnage.'  Dimensions. 


Draught 
light. 


Tons. 

1,  137 

1,382 

2,  256 

1,  039 

2,  731 

3,  242 
5,  588 


!  474  feet  by  48  feet  2 
}     inches ;  depth,  33 
feet  9  inches. 


Feet. 


8,  000  ? 


000 


^gon 


7,  000 '? 


527  feet  by  57  feet. 


Palmyra  ., 
Parthia  . . 
Samaria . . . 
Saragossa . 
Scytbia  ... 

Servia  

Sidon  

Tarifa  

Trinidad  . . 
TTmbria . . . 


OOMPAGNIE  GENERALE 
TRANSATLANTIQUE.t 


GUION  LINE. 

Arizona  


Alaska  

Nevada  . . . 
Wisconsin 
Wyoming  . 


HAMBURG-AMERICAN 
PACKET  COMPANY. 


Frisia  

Uammouia  ... 

Rugia  

Lessing  

Moravia  

Gellert  

Silesia  

Westphalia . . . 

Bohemia  

Wieland  

Rhuetia  

S  via  


"^8,000  !• 


8,  000    I  520  feet  by  57  feet 
by  40  feet  hold. 


000'; 


INMAN  LINE. 

City  of  Richmond 
Citv  of  Berlin  


3,  500  ? 
3,  500  ? 
3,  500  ? 
3,  500  ? 
5,  000  ? 
3,  500  ? 
3,  500  ? 
3,  500  ? 
5,  000  ? 
3,  500  ? 
3,  500  ? 
3, 500  ? 


7,  500  ? 
5,  000  ? 


Draught 
loaded. 


24 feet 9 in.;  24 
feet  4  in. 


25  feet  11  in. ; 
24  feet  7  in. 


Remarks. 


26  feet. 


26  feet  4^  in 


26  feet . 


26  feet 


9,000  horse-power. 


Could  loa<l  to  28  ft. 


Just  launched. 


Had  500  tons  of 
spare  room. 


Could  load  to  28  ft. 


12,500  horse-power, 
20  knots,  with 
12  iJns  coal  per 
hour. 


Never  loaded  be- 
low 26  feet. 
Do. 
Do. 
Do. 
Do. 


21  to  23  feet . . . 

...do  

...do   

...  do   

24  feet  2  inches. 
21  to  23  feet... 

...do   

...do   

24  feet  3  inches. 
21  to  23  feet ... 

...do  

...do  


26  feet   

23  feet  9  inches. 


*  Loaded. 

t  Have  no  list  of  the  steamers  of  the  Corapagnie  Gijncrale  Transatlantique. 
25i  feet.    The  four  now  building  will  draw  26i  feet. 


Those  now  running  draw 


APPENDIX  F  REPOirr  OF  LIEUT.-COf..   GILLESPIE.         7 S3 

B. — List  of  steamships  plying  between  New  York  and  foreiyn  ports.  t)'  c. — ContiiuieiL 


Name  of  vessel.      j  Tonnage. 


Dimensions. 


INMAN  LINE— con- 
tinued. 

City  of  Montreal . 


Draught 
light. 


Draught 
loaded. 


Remarks. 


Tons.    I                                '  Feet. 
6,  000  ?  ;  i  '  25  feet. 


City  of  Chicago   5,  000  ?  i  n] 

City  of  Chester   '    7,  500  ? 


23  feet?  inches.  I 
26feet2  inches.  I 


NORTH  GERMAN  LLOVU 
LINE. 


Ems  .. 
Eider  . 
Elbe  .. 
Fulda . 
Werra 


Oder 

Rheiu  

Main  

Donau   

( ienerai  Werder . 


HohenzoUern 


NATIONAL  LINE. 


J^pam  

Egypt  

America  . . 
Helvetia'. 
Erin* 
Enjrlaud  *  . 
Denmark* 
Holland  * . . 
France*  .. 
Canada*  ... 

(rreece*  

Italy  "  ... 
The  Queen 


7.  000 
7,  000 

5,  000 

6,  000 
C,  000 


Neckar   3,500 


3,  500 
3,  500 
3,  500 
■  3, 500 
3,  500 

Hapsburg   3,  500 


3,  500 


Salier   3,  500 


22 

2G  feet  1  inch. . 

22 

do  

22 

...do   

22 

..  ..do  

22 

. .  do  

19 

22  feet  6  inches 

19 

do  

19 

22  feet   

19 

...do   

19 

...  do   

16 

20  feet  

19 

23  feet  

19 

....do  

19 

....do  

7,500?    26  feet  3  inches 

6,  500  ?   25  feet  6  inches.  I 

7.500?   1  26  feet  \ 

7,500?   :  i  

7,500  ?  i 

7,500?  ;  I 

7,500?   

7,500?   ' 

7,500  ?  I  

7,500?   

7.500  ?  

7,  500  ?  I 

7,500?  ,  i 


MONARCH  LINE. 


Grecian  Monarch . 
Other  ships  


7,000?  i  25 feet 6 inches. 

6,  000  ?   i  24  to  25  feet. . . .   Have  no  list. 


RED  STAR  LINE. 


Westernland 
Xoordland  . . 
Other  ships. . 


WHITE  ST.^R  LINE. 


8,  000  ? 
8,  000  / 
7,  000  ? 


27  feet  j  September  13. 1884. 

 do  I 

25  feet  | 

I 


Adriatic  

Baltic  

Britannic  

Republic  i    7,000  ? 

Celtic  

Germanic  


6,000?  I  ;  I  24  feet  4  inches - 

7,  000  ?  1  1  1  25  feet  5  inches . 

8,000?  I  '  26 feet 2 inches.; 

I  25  feet  8  inches  | 
inches. 


December,  1877. 


7,000  ?  ,25  feet 

500  ?  1  :  j  25  feet  11  inches' 

I  :  I  1 


*  These  ships  draw  from  25  feet  to  26  feet  6  inches  aft  going  to  sea,  and  about  23  feet  to  23  feet  6 
inches  coming  in. 


report  of  board  of  engineers. 

Office  of  Board  of^  Engineers  for  Fortifications 

AND  FOR  River  and  Harbor  Improvements,  &c., 

Netc  York,  December  23,  1884. 

General  :  The  Board  of  EDgineers  to  wboin  was  referred,  by  De- 
partment imlorsement  of  10th  iustant,  a  project  by  Maj.  G.  L.  Gillespie, 
Corps  of  Engineers,  U.  S.  A.,  for  the  expenditure  of  an  appropriation  of 


784       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


200,000  which  has  beeu  made  by  Congress  in  the  following  words : 
^'  Deepening  Gedney's  Channel  through  Sandy  Hook  Bar,  New  York," 
have  the  honor  to  submit  the  following  report  thereon  : 

1.  Although  the  wording  of  the  appropriation  act  '"oufines  the  ex- 
penditure of  the  appropriation  to  Gedney's  Channel,  yet  the  object  of 
the  appropriation,  which  is  to  give  a  greater  navigable  depth  to  the 
entrance  to  New  York  Harbor,  involves  the  general  consideration  of  the 
means  by  which  such  improvement  can  be  effected  and  maintained. 

New  York  Harbor  is  separated  into  the  upper  and  lower  bay  by  the 
Narrows,  where  the  harbor  contracts  to  a  width  of  about  a  mile,  with 
depths  of  100  feet  (low-water  depths  being  used  throughout  this  report), 
resulting  from  this  contraction.  In  the  upi)er  bay  there  is  ample  chan- 
nel depth.  The  great  depths  in  the  Narrows  diminish  to  a  channel  depth 
of  30  feet  4  miles  south  of  the  Narrows.  This  deep  water  is  separated 
from  the  ocean  by  sand  banks  which  have  considerable  areas,  with  less 
than  12  feet  on  them,  and  large  areas  with  less  than  18  feet.  Across 
these  shoals  are  several  channels  through  which  varying  depths  of 
water  can  be  carried. 

Immediately  north  and  east  of  Sandy  Hook  is  an  area  of  about  2 
square  miles  having  a  depth  of  30  feet  or  more.  Two  channels,  Ged- 
ney's  and  South  channels,  each  having  24  feet  or  more,  enter  this  deeper 
area  from  the  sea.  One  channel,  the  main  ship  channel,  leads  from  it  first 
westerly  and  then  northerly  to  the  upjDcr  bay,  and  another,  the  swash 
channel,  cuts  off  an  angle  in  the  main  ship-channel,  and  thus  gives  a 
shorter  route  to  the  upper  bay. 

North  of  the  swash  channel,  in  order,  are  the  east  channel,  and  the 
14-foot  channel,  both  closed  at  their  sea  ends  by  bars  of  20  and  17  feet ; 
and  lastly,  a  channel  close  under  Coney  Island,  closed  by  a  bar  having 
16  feet  at  its  harbor  end.       .  ^ 

Much  alarm  has  recently  been  created  by  statements  that  the  entrance 
to  New  York  Harbor  is  rapidly  deteriorating. 

A  careful  survey  of  the  entrance,  just  completed  by  Maj.  Gr.  L.  Gil- 
lespie, Corps  of  Engineers,  U.  S.  A.,  shows  that  this  alarm  is  without 
foundation.    Major  Gillespie  states : 

No  decline  has  takeu  place  in  any  of  the  channels  lately  ;  in  fact,  it  is  believed  that 
the  several  entrances  are  uniformly  better  than  ever  before.  The  depth  on  the  bar 
in  Gedney's  Channel  is  in  general  24  feet,  mean  low  water,  with  scattering  lumps 
Vfhere  the  depths  are  a  few  tenths  less. 

This  depth  has  beeu  maintained,  with  small  oscillations  both  ways,  for  a  long  period 
of  time,  and  represents,  with  a  near  approximation  to  accuracy,  the  resultant  action 
of  the  scour  over  the  bar. 

The  mean  tide  is  here  4.8  feet. 

2.  Among  the  agencies  which  tend  to  diminish  the  navigable  depths 
through  the  bar  at  Sandy  Hook  are  : 

.  (1)  Sand  moved  from  the  adjacent  shores  into  the  lower  bay.  From 
observation,  it  is  known  that  there  is  a  gradual  movement  of  sand  in 
the  vicinity  of  the  low- water  line  northward  along  the  New  Jersey  shore, 
and  westward  along  the  Long  Island  shore  into  New  Y'ork  Bay.  Even 
without  special  observations,  the  fact  is  sufficiently  shown  by  the  form 
of  Sandy  Hook,  a  sand  spit  about  5  miles  long,  which  has  been  slowly 
built  during  x)ast  ages  by  this  northward  movement  of  sand  along  the 
New  Jersey  shore.  It  appears  to  have  reached  a  limiting  length  at 
Avhich  the  currents  into  and  out  of  New  York  Bay  have  sutticient 
strength  to  scour  away  sand  deposited  at  its  northern  end,  and  in  the 
last  one  hundred  and  forty-five  years  its  length  has  varied  only  about 
2,700  feet,  sometimes  increasing  and  sometimes  decreasing. 


APPENDIX  F  REPORT  OF  LIEUT.-COL.   GILLESPIE.  785 


All  examination  of  tlie  cliarts  ofCont^y  Island  shows  that  its  western 
€nd  is  niovin<>-  westward  as  sand  is  moved  to  it,  the  motion  of  its  18-foot 
curve  amountin*:;-  to  800  feet  between  1835  and  1881. 

(2)  Whenever  heavy  waves  are  breakino-  on  the  ocean  face  of  the  bar 
and  on  tlie  bar  the  disturbance  of  the  water  causes  th(^  tiner  materials 
to  be  held  in  suspension  as  sediment.  This  action  be(;omes  small  at 
considerable  dei)ths,  and  its  o'reatest  etfecr  for  waves  of  moderate  hei^»iit 
is  in  moderate  depths.  It  takes  up  the  sand  at  such  depths,  but  wlien 
this  sand  settles  in  deep  water,  waves  of  the  same  height  have  not  the 
power  again  to  move  it.  The  resultin<i-  action  of  such  waves  is,  then,  to 
shoal  up  the  deep  i)laces  on  the  bar  and  close  the  outer  ends  of  the 
channels.  Again,  lieavy  storms,  beating  on  the  sea  face  of  the  bar,  by 
acting  on  material  at  considerable  depths  and  moving  it  directly  back 
upon  the  bar,  may  steepen  the  outer  sloi)e  of  the  bar  and  tend  to  till  up 
the  channels  through  it. 

(.3)  A  considerable  (piantity  of  drainage  water  from  the  land  is  i)oured 
into  the  bay.  This  water  contains  sediment  in  greater  or  less  (piantities, 
and  when  it  reaches  water  wliich  has  slight  velocities  a])art  of  the  sed- 
iment will  be  deposited.  This  cause  is  slowing  tilling  up  both  the  upper 
and  lower  bay. 

(4)  The  dei)osit  of  dredged  material  and  garbage  from  the  city,  within 
the  bay,  produces  the  same  effect  as  the  deposition  ot  sediment.  The 
deposition  of  sediment  is,  however,  a  slow  one,  as  it  is  spread  over  large 
areas.  Dredgings  and  garbage  may  be  deposited  in  large  quantities  in 
small  areas  giving  an  immediate  decrease  in  dei)th. 

The  tirst  two  of  the  agencies  named — that  is,  the  movement  of  sand 
along  the  shores  into  New  York  Bay,  and  the  wave  action  on  the  bar — 
are  by  far  the  most  important  and  efticient  ones  in  shoaling  up  the  deep 
channels  through  it  which  existing  currents  would  otherwise  give,  and 
would  be  the  most  efficient  ones  in  destroying  such  channels  were  they 
formed  by  dredging,  without  any  increase  in  the  i)resent  strength  of 
the  currents  over  the  bar. 

3.  The  a;zencies  which  tend  to  give  channels  across  the  bar  may  now 
be  considered. 

These  are,  tirst,  the  flow  of  land  drainage  water,  which  is  estimated 
in  the  mean  at  about  25,000  cubic  feet  per  second  through  the  year,  or 
at  about  540,000,000  cubic  feet  during  a  tide  of  six  hours. 

Second,  the  tidal  flow  due  to  the  tilling  and  emptying  of  the  large 
tidal  ])rism  inside  of  a  line  drawn  from  Sandy  Hook  to  Coney  Island. 

This  tidal  flow  is  estimated  by  Professor  Mitchell  (Coast  Survey  Re- 
port, 1871,  page  118)at  27,003,000,000  cubic  feet.  A  comparison  of  the 
two  quantities  indicates  in  a  general  way  their  relative  importance. 
But  it  must  be  remembered  that  the  land  flow  w^ould  in  rain  storms  be 
far  above  its  mean  value  for  the  year;  and  on  the  other  hand  consid- 
erable variations  in  the  tidal  flow  are  produced  by  unusual  tides  and 
storms. 

This  flow  is  what  prevents  the  gradual  extension  of  Sandy  Hook 
across  to  Coney  Island,  making  New  York  Bay  a  lagoon.  The  impor- 
tance of  preserving  its  amount  undiminished  is  sufficiently  evident. 

4.  Above  the  Narrows  the  tidal  prism  is  only  about  one-half  that 
above  the  line  from  Sandy  Hook  to  Coney  Island,  yet  the  flow  through 
the  Narrows  due  to  the  filling  up  and  emptying  of  this  tidal  prism,  and 
the  land  drainage  combined,  maintain  a  channel  a  mile  wide  and»with 
dei)ths  of  100  feet.  This  depth  only  diminishes  to  30  feet  at  a  point  4 
miles  below.  4 

The  mean  ordinary  velocity  at  the  Narrows  is,  during  ebb  tide,  about 


50  E 


786        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


2  feet  per  second,  and  from  this  a  depth  of  100  feet  results.  On  the  bar 
the  wave  and  sand  motion  exist  in  a  much  higher  degree  than  at  the 
Narrows,  and  hence  equal  velocity  would  maintain  less  depths. 

The  water  cross  section  at  mean  tide  on  the  line  froin  Coney  Island 
to  Sandy  Hook  is  now  about  790,000  square  feet,  and  the  mean  velocity 
of  the  water  through  this  section  during  a  ride  is  approximately  1.6  feet 
per  second.  The  maximum  velocities  are,  roughly,  twice  as  great,  and 
these  are  the  effective  ones. 

5.  If  a  dike,  rising  to  half-tide,  were  built  running  from  Coney  Island 
about  S.SE.  towards  Gedney's  Channel,  for  a  length  of  5  miles,  the 
water  cross-section  at  Sandy  Hook  would  be  reduced  to  about  170,000 
square  feet,  and  the  mean  velocities  during  a  tide  would  be  nearly 
doubled. 

These  figures  give  a  general  idea  of  the  forces  now  acting  and  which 
would  act  alter  such  a  contraction. 

Si-nce  the  existing  velocities  maintain  a  depth  over  the  bar  of  21  feet, 
this  considerable  increase  in  velocity  would  maintain  a  considerably 
increased  depth. 

It  is  not  thought  that  so  great  a  contraction  as  that  just  mentioned 
will  be  necessary  to  give  depths  of  30  feet. 

It  is  impossible  to  predict  ^n'^cisely  what  contraction  will  be  neces- 
sary to  maintain  a  depth  of  30  feet,  but  from  the  depths  of  the  Narrows 
the  Board  has  little  doubt  that  this  depth  can  be  maintained,  notwith- 
standing the  obstructive  agencies  active  on  the  bar. 

In  building  such  a  dike  it  should  at  first  certainly  not  be  brought 
above  low  water,  and  perhaps  not  so  high  :  while  being  lengthened  its 
effects  should  be  carefully  watched,  any  important  reduction  in  the  tidal 
prism  inside  being  avoided  by  allowing  the  new  channels  to  fully  de- 
velop, aiding  them  by  dredging  if  necessary,  and  the  dil^e  should  be 
carried  no  farther  than  may  be  found  by  experience  to  be  required.  As 
the  increase  of  current  would  cut  away  the  head  of  Sandy  Hook,  it  would 
have  to  be  protected. 

Dredging  would  be  needed  through  the  25  foot  shoal  west  Ol  Flvun's 
Knoll. 

Colonel  Gillespie's  estimate  for  a  channel  through  this  shoal  1,000 
feet  wide  and  30  feet  deep  is  $620,000. 

If  after  the  construction  of  the  dike  the  main  interior  channels  should 
remain  as  they  now  are^  this  dredging  would  form  a  part  of  the  plan  ; 
but  as  that  is  uncertain,  and  as  much  relief  would  be  afforded  here  by  a 
clear  channel  1,000  feet  wide  and  2S  feet  deep,  in  advance  of  the  comple- 
tion of  the  30-foot  channel  on  the  bar,  dredging  to  that  extent  is  recom- 
mended.   Colonel  Gillespie  estimates  its  cost  at  about  $120,000. 

The  total  cost  of  the  improvement,  giving  30  feet  from  New  York  to 
the  ocean,  would  be  about  $5,000,000  or  $6,000,000. 

6.  The  Board  has  also  considered  the  question  of  a  dike  running  from 
the  south  side  of  Gedney's  Channel  southwest  or  west-southwest  to 
Sandy  Hook.  Such  a  dike  would  be  about  2J  miles  long,  and  therefore 
much  shorter  than  the  one  already  considered.  It  would  run  through 
deeper  water,  be  more  exposed  to  heavy  wave  action,  and  hence  would 
have  to  be  stronger.  It  would  probably  increase  the  depth  in  Ged- 
ney's Channel.  But  the  interval  between  its  end  and  Coney  Island 
would  be  about  6  miles,  so  that  the  contraction  would  not  be  great  and 
its  result  might  be  to  open  the  east  channel,  the  11-foot  channel,  or  the 
Coney  Island  Channel.  As  it  is  important  that  but  one  channel  should 
existj)ver  the  bar  if  deep  water  is  to  be  maintained  there,  such  a  result 
would  be  very  unfavorable. 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE. 


787 


Weighing  these  considerations,  the  Board  prefers  the  Conev  Ishmd 
dike. 

Shonhl  changes  in  channels  or  other  resnlts  in  the  progress  of  the 
work  indicate  the  advisability  of  any  portion  of  such  a  dike  from  Sandy 
Hook,  it  might  then  be  constrncted. 

7.  Nothing  has  been  said  thus  far  about  improving  the  bar  by  dredg- 
ing alone. 

The  Board  of  Engineers  has  little  expectation  that  anything  more 
than  temporary  relief  can  be  obtained  by  dredging  on  a  bar  exposed  to 
the  full  force  of  the  Atlantic,  ami  hence  cannot  recommend  that  method 
for  a  ])ermanent  improvement.  As  already  stated,  it  should  be  used  at 
Flynn's  Knoll. 

8.  Having  considered  the  problem  of  improving  the  entrance  to  New 
York  Harbor  in  a  general  way,  attention  will  now  be  turned  to  Colonel 
Gillespie's  project  for  expending  the  8200,000  appropriated  by  act  of 
Congress  api)roved  July  5,  188i,  for  Gedney's  Channel. 

While  not  expecting  large  results  from  dredging  here,  yet,  as  the  ap- 
propriation is  specifically  contined  to  this  chanuel,  the  Board  recom- 
mend that  an  attempt  be  nuide  to  secure  a  channel  there  28  feet  deep, 
and  of  such  width  as  the  appropriation  will  pay  for,  by  one  of  the  nu- 
merous methods  of  dredging. 

If  before  the  whole  appropriation  were  expended  experience  should 
show  that  the  dredged  channel  rapidly  filled  up,  the  work  might  be 
stopped  by  the  Secretary  of  War,  the  contractor  being  properly  remu- 
nerated, y 

To  recapitulate  :  The  Board  recommends  as  a  general  plan  for  im- 
proving the  entrance  to  New  York  Harbor  so  as  to  give  30  feet  from 
New  York  to  the  ocean,  the  construction  of  a  stone  dike  running  about 
S.SE.  from  Coney  Island  to  such  distance  as  shall  be  found  necessary, 
and  probably  not  less  than  -I  miles  ;  the  protection  of  the  head  of  Sandy 
Hook  ;  and  the  dredging  of  a  30-foot  channel  from  deeper  water  near 
Sandy  Hook  to  deep  water  below  the  Narrows ;  also  the  immediate 
dredging  of  a  channel  1,000  feet  wide  and  28  feet  deep  through  the 
shoal  west  of  Flynn's  Knoll,  as  soon  as  Congress  shall  furnish  the 
funds ;  also  that  the  existing  appropriation  be  applied  to  dredging 
Gedney's  Channel  to  a  depth  of  28  feet. 

The  papers  referred  to  the  Board  in  this  connection  are  returned 
herewith. 

Respectfully  submitted. 

J.  C.  DUANE, 
Col.  Corps  of  Engineers  and  Bvt.  Brig.  Gen.,  U.  S.  A. 

Henry  L.  Abbot, 
Lieut.  Col.  of  Engineers,  Bvt.  Brig.  Gen. 

C.  B.  COMSTOCK, 

Lieut.  Col.  of  Engineers  and  Bvt.  Brig.  Gen. 
•  Brig.  Gen.  John  Newton, 

Chiff  of  Engineers,  U.  S.  A, 


F  20. 

removing  sunken  VESSELS  OR  CRAFT  OBSTRUCTING  OR  ENDANGER- 
ING NAVIGATION. 

At  the  close  of  the  fiscal  year  ending  June  30,  1884,  Mr.  Edward 
McDonald,  contractor,  was  still  at  work  removing  the  wreck  of  the  iron 
steamer  Nankin  from  the  Swash  Channel  at  the  entrance  to  New  York 


788        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


Harbor,  his  contract  haviug  been  extended  by  the  Secretary  of  War  to 
January  1, 1885,  and  so  modified  that  monthly  payments  might  be  made 
10  him  i)roportionate  in  amount  to  the  tonnage  of  material  removed. 
At  that  date  it  was  estimated  that  430  tons  had  been  removed  by  Mr. 
McDonald  under  his  original  contract,  July  19,  1883,  and  its  ext<^nsion, 
the  gross  tonnage  of  the  wreck  in  the  beginning  being  estimated  at  not 
less  than  900  tons.  Tbe  progress  of  the  contractor  was  quite  slow  and 
unsatisfactory  during  the  summer  and  autumn,  and  he  finally  withdrew 
his  plant  for  the  winter  on  the  20th  of  November,  after  having  removed 
about  215  tons  only  under  his  extended  contract,  making  the  estimated 
gross  tonnage  removed  645  tons.  Partial  payments  on  587  tons  were 
made  to  him,  equaling  $7,007.40,  with  a  retained  percentage  of  $1,485.60. 

On  the  15th  of  December  Mr.  McDonald  made  ai>plication  to  the  Secre- 
tary of  War  for  another  extension  of  his  contract  to  September  1,  1885. 
After  a  careful  consideration  of  the  subject  an  extension  to  August  1 
was  granted,  on  condition  that  the  contractor  should  i)rovide  by  April 
1,  1885,  a  plant  and  crew  of  skilled  men  which  would  meet  with  the 
approval  of  this  office.  The  spring  was  inclement  and  stormy,  and  it 
was  not  practicable  for  the  contractor  to  resume  work  until  the  17th 
of  April.  After  that  date  he  labored  continuously  during  good  weather, 
and  landed  upon  the  wharf  at  Fort  Lafayette  during  May  and  June 
several  schooner  loads  of  iron,  having  an  estimated  gross  tonnage  of  l(iO 
tons. 

The  estimated  amount  of  iron  which  has  been  removed  under  the 
original  contract  and  its  several  extensions  is  805  tons;  the  residue  of 
the  wreck  consists  of  175  feet  of  the  keel,  portions  of  the  sides  and 
bulkheads  weighted  with  ballast,  and  all  embedded  5  to  8  feet  in  the 
sand. 

The  contractor  made  arrangements  early  in  June  with  the  Atlantic 
Dredging  Company  by  which  he  secured  the  services  of  a  large  grap- 
pling dredge  for  the  removal  of  the  ballast  and  for  uncovering  and. 
ripping  up  the  sides  of  the  wreck.  These  operations  were  quite  suc- 
cessful, and  enabled  the  contractor  to  get  at  the  wreck  better  than  be- 
fore, and  to  use  his  explosives  to  better  effect.  The  weight  of  the  iron 
unremoved  is  estimated  at  200  tons,  approximately,  and  that  of  the 
ballast  100  tons.  It  is  probable  now  that  he  will  complete  the  removal 
before  the  close  of  the  summer,  but  it  is  expected  that  he  will  need 
another  extension  of  his  contract.  The  wreck  has  now  23  to  25  feet 
depth  of  water  over  it  at  mean  low  tide,  and  as  it  lies  on  the  west  side 
of  the  axis  of  the  channel  it  is  not  a  dangerous  obstruction  to  commerce 
so  long  as  it  is  properly  buojed.  The  iron  on  hand  at  Fort  Lafayette 
weighs  518,  tons,  approximately,  and  when  sold  will  probably  realize 
$4,000  to  $5,000. 


Money  statement. 


July  1,  1884,  amount  available  

Amount  allotted  during  liscal  year 


$4,314  26 
5,000  00 


9,314  26 


July  1,  1885,  amount  expended  during  fiscal  year,  exclusive  of 

outstanding  liabilities  July  1,  1884/  

July  1,  1885,  outstanding  liabilities  


$8,000  95 
50  00 


8,  050  95 


July  1,  1885,  amouut  available 


1,263  31 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  789- 


F  21. 

PRELIMINARY  EXAMINATION  OF  BALDWIN  RIVER,  AT  BALDWIN  STA- 
TION, TO  CONNECT  WITH  LONG  BEACH,  NEW  YOK»K. 

Baldwin  Kiver,  known  on  the  Coast  Survey  cliarts  as  Parsona^^e 
Creek,  is  an  unimportant  tidal  slough  communicating  on  the  north  si(le 
with  the  eastern  end  of  Hempstead  Baj^,  south  shore  of  Long  Island, 
^Tew  York. 

It  lies  on  the  west  side  of  the  village  of  I>aldwin,  21  .;i  miles  east  of 
Long  Island  City,  by  the  Long  Island  llailroad,  and  is  1  mile,  ai)proxi- 
luately,  in  length.  Within  the  corporate  limits  of  the  town  it  is  closed 
by  a  timber  dam  to  sup])ly  water-power  to  a  saw  and  grist  mill.  From 
the  dam  the  stream,  which  is  there  12  to  20  feet  wide,  winds  with  many 
sinuosities  through  a  salt  marsh,  which  is  overflowed  at  extreme  high 
tides,  and  debouches  into  a  somewhat  enlarged  estuary  connecting  with 
the  bay. 

The  bed  of  this  stream  throughout  its  whole  length  is  bare  at  extreme 
low  water,  except  in  a  few  places  where  the  original  course  has  been 
changed  and  the  bed  deepened  artificially.  The  entrance  is  choked  by 
a  wide  shoal  of  sand  which  has  no  defined  channel  througli  it,  the  water 
being  barel}'  half  a  foot  deep  at  mean  low  water.  From  the  mouth  of 
the  river  through  Hem])stead  Baj  to  New  Inlet,  the  sea  connection  be- 
tween Long  Beach  and  Jones  Beach,  the  distance  is  3  miles,  approxi- 
mately, and  the  navigable  channel  is  very  narrow,  having  a  variable 
width  of  30  to  50  feet,  approximately,  and  a  depth  varying  from  4  to  12 
feet,  mean  low  water. 

The  average  range  of  tides  is  2J  to  3  feet;  with  a  northwesterly  wind 
it  is  reduced  to  H  to  2  feet,  and  with  an  easterly-  wind  is  sometimes  in- 
creased to  5  to  C  feet. 

No  vessel  drawing  over  4  feet  can  conveniently  navigate  Hempstead 
Bay  at  mean  low  water. 

A  sketch  of  the  bay  and  the  river,  derived  from  Coast  Survey  charts 
and  other  surveys,  accompanies  this  report,  which  contains  all  that  is 
essential  to  a  compliance  with  the  river  and  harbor  act  of  July  5,  1884. 
No  new  survey  is  necessary. 

The  stream  has  little  or  no  commerce,  and  is  seldom  used,  except  by 
small  tishing- boats  of  20  tons  approximately.  The  few  fishing-boats 
which  nse  this  end  of  the  bay  resort  chiefly  to  Lott's  Creek,  on  the  east 
side  of  the  village,  whence  their  clams,  oj^sters,  and  fish  are  taken  to 
the  railroad  depot  for  shipment  to  the  New  York  market. 

I  send  herewith,  also,  copy  of  a  letter  from  Mr.  Baldwin  referring  to 
the  commer(;ial  importance  of  the  river.  It  appears  from  this  letter 
that  the  country  tributary  to  the  eastern  end  of  the  bay  contains  15,000 
souls,  and  that  200  fishermen  are  engaged  in  the  fishing  trade.  The 
amount  of  fish  shipped  is  not  given,  but  is  surely  very  limited. 

The  persons  interested  in  the  improvement  desire  that  the  river  be 
straightened  and  widened  tliroughout,  and  be  deepened  so  as  to  atlbrd 
a  channel,  say  30  feet  wide  and  3  feet  deep,  at  mean  low  water,  from 
Eldred's  Dock  to  the  bay  proper.  The  length  of  the  cut  to  be  made 
will  be  2  miles,  approximately,  and  the  width  will  be  twice  the  existing 
width  of  the  river.  It  is  estimated  that  this  improvement  will  recpiire 
the  excavation  of  40,000  cubic  yards  of  material  at  an  estimated  cost  of 
$20,000. 

On  the  completion  of  the  improvement  it  is  proposed  to  construct  a 


790       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


small  steamboat  to  ply  between  Baldwin ville  and  the  sea  beaches,  and 
to  do  the  general  carrying  trade  of  the  bay. 

The  bay  is  shoal,  tilled  with  many  shoals  and  marsh  islands,  and  the 
trade  is  insignificant. 

After  carefully  considering  every  phase  of  the  subject,  I  am  com- 
pelled to  state,  as  the  law  requires,  that  in  my  judgment  Baldwin  River 
is  not  worthy  of  improvement."  It  has  no  commerce,  and  the  improve- 
ment would  but  slightly  change  its  present  status. 

Baldwin  River  is  in  the  collection  district  of  New  York.  Nearest  port  of  entry 
New  York  City;  nearest  light  house  is  Fire  Island  light-house,  "^0  miles  to  the  east- 
ward, and  the  nearest  fort  is  Fort  Hamilton,  New  York  Harlbor. 

Eespectfully  submitted. 

G.  L.  Gillespie, 
Major  of  Eyigineers^  Bvt.  Lieut.  Col.,  V.  ^.  A. 
United  States  Engineer  Office, 

New  YorA-,  October  4,  1884. 


letter  ol'  ml!.  fijaxcis  b.  baldwin. 

Queens  County  Tkeasuher's  Oeeice, 

Long  Island  City,  L.  /.,  September  27,  18»4. 
DeaI!  Sik  :  You  will  please  pardon  me  for  my  delayed  answer  to  your  letters,  as 
they  were  received  in  my  absence,  as  I  have  been  away  some  days. 

The  length  of  improvement  needed  to  Baldwin's  River  is  about  I-g^  miles  long,  one- 
half  thereof  in  Parsonage  Cove,  and  at  the  head  Hempstead  Bay  to  Baldwin's  River, 
and  the  other  half  thereof  to  tlie  said  Baldwin's  River.  The  cove  is  wide  enough, 
but  only  1  foot  deep  at  low  tide. 

The  river  is  deep  enough,  but  too  narrow  for  vessels  of  25  tons. 

What  we  need  is  3  feet  of  water  at  low  tide  in  the  cove,  and  the  river  made  30  feet 
wide. 

The  number  of  people  intended  to  be  benefited  by  such  improvement  is  about 
15,000.  Exports  are  oysters,  clams,  fish,  also  farm  produce,  such  as  potatoes,  cabbage, 
and  all  other  vegetables  and  garden  produce. 

Imports:  Coal,  manure,  lumber,  and  all  kinds  of  building  materials ;  also  all  kinds 
of  goods  such  as  general-assortment  stores  keep,  groceries,  hardware,  dry  goods.  &c. 

There  are  about  three  hundred  men  employed  in  the  oyster  business  living  within 
2  miles  of  Baldwin's  river,  besides  a  large  number  of  men  in  the  fishing  and  clam 
business  living  in  that  vicinity. 

Francis  B.  Baldwin. 

Maj.  G.  L.  Cillespie, 

Brevet  Lieutenant-Colonel,  U.S.A. 


F  22. 

PRELIMINARY  EXAMINATION  OF  HUDSON  RIVER  FROM  WEEHAWKEN  TO 
BERGEN  POINT,  NEW  JERSEY. 

Tbis  survey  is  thought  to  be  simply  an  extension  of  the  survey  di- 
rected by  river  and  harbor  act,  March  3,  1881,  "From  a  poiut  between 
Ellis  Island  and  the  docks  of  New  Jersey  Central  Railroad  to  a  point 
between  Kobbin's  Reef  Light  and  Constable  Hook  in  waters  of  New 
York  Bay,  New  Jersey,"  and  that  directed  by  river  and  harbor  act,  Au- 
gust 2, 1882,  of  "North  River  in  front  of  Jersey  City  and  Hoboken,  to 
determine  what  is  necessar}^  to  permanently  deepen  the  channel  on  the 
New  Jersey  side." 

The  report  on  the  first  survey  was  submitted  December  28,  1881 


APPENDIX  F  REPORT  OF  LlEUT.-rOL.  GI1J.E8PIE. 


701 


(page  719,  Part  I,  Report  Chief  Engineers,  1881*),  and  on  the  second, 
February  IG,  1884. 

They  cover  that  part  of  ISTew  Jersey  shore  embraced  between  Ilobo- 
ken  and  Constable  Point. 

To  com])ly  witii  the  river  and  harbor  act  of  July  5,  1884,  it  will  only 
be  necessary  to  extcMul  previous  surveys  to  Weehawken  on  the  one  side, 
and  to  Bergen  l^oint  on  the  other,  with  a  repetition  of  the  cross-section 
soundings  at  stations  1  to  8  on  Hudson  River,  between  New  York 
City  and  Jersey  City,  to  note  the  changes  which  have  occurred  since 
survey  of  1883. 

On  account  of  the  intimate  commercial  relations  existing  between  the 
two  great  commercial  ports  of  New  York  City  and  Jersey  City  within 
the  limits  of  the  required  survey,  the  river  is  worthy  of  improvement, 
and  the  work  is  a  i)ul)lic  necesvsity. 

1  won  hi  therefore  recommend  that  the  survey  be  authorized  from 
Hoboken  u])-stream  to  \Veehawken,  and  from  Constable  Point  west- 
ward through  Kill  Von  KuU  to  Bergen  Point,  together  with  new  sound- 
ings at  tlu'  eight  cross-section  stations  in  Hudson  River  between  New- 
York  City  and  Jersey  City. 

Every  tlescription  of  sail  and  steam  craft  constantly  uses  the  lower 
river,  and  the  survey  will  in  consequence  be  subject  to  many  interrup- 
tions and  delays,  causing  loss  of  time  and  entailing  great  expense. 

It  is  estimated  that  a  satisfactory  survey,  illustrated  by  proper  charts, 
will  cost  the  sum  of  $1,800. 

An  application  is  respectfully  made  for  the  allotment  of  that  sum. 
Allotment  asked  for,  $1,800. 

Respectfully  submitted. 

G.  L.  Gillespie, 
Major  of  Engineers,  Bvt.  Lieut.  Col.,  U.  S.  A. 

IGNITED  States  P^ngineer  Office, 

Sew  YorA',  September  15,  1884. 


survey  of  hudson  river  from  weehawken  to  bergen  point, 

new  jersey. 

United  States  Engineer  Office, 

New  York,  February  27,  1885. 

Sir  :  In  compliance  with  river  and  harbor  act  of  July  5,  1884,  I  have 
the  honor  to  submit  herewith  my  report  on  the  survey  of  "  Hudson 
Riv^er,  on  the  New  Jersey  side,  from  Weehawken  to  Bergen  Point,  Hud- 
son County,  New  Jersey,  with  a  view  to  deepening  the  water  at  the 
wharf  on  tliat  side.'' 

As  the  interests  centered  along  the  shore  line  embraced  in  the  sur- 
vey are  not  everywhere  identical  the  report,  for  convenience,  is  divided 
under  three  heads,  and  each  will  be  discussed  separately. 

(1)    HUDSON    RIVER,  WEST   SIDE,    FROM    WEEHAWKEN    TO  PAULUS 

HOOK. 

Two  surveys  of  late  years  have  been  made  by  the  Engineer  Depart- 
ment, covering  almost  the  entire  front  of  this  section;  one  in  1874,  ex- 
tending from  Castle  Point  to  Bedloe's  Island,  and  the  other  in  1883,  in 
front  of  Jersey  City  and  Hoboken,  including  a  duplication  of  the  sound- 


792        REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 


ings  of  the  five  cross-sections  of  the  river  established  during  the  first 
survey,  with  three  additional  cross-sections  extending  to  Fort  Wash- 
ington. 

Under  the  act  of  July  5,  18<S4,  the  survey  of  the  svc^t  bank  of  the 
river  in  this  section  was  extended  to  Weehawken,  and  soundings  dupli- 
cated at  all  the  previous  cross- sections. 

These  several  surveys  have  been  directed  by  Congress  with  the  view 
of  determining  the  nature  of  the  improvements  which  it  may  be  practi- 
cable to  undertake  in  order  to  deepen  the  water  on  the  approach  to  the 
wharves  on  the  west  side  of  the  river. 

It  has  been  stated  in  previous  reports  on  this  subject  that  the  deposits 
which  occasion  the  obstruction  alongside  the  wharves  on  the  right  bank 
of  the  Hudson,  below  Castle  Point,  are  the  result  of  natural  causes,  i.  e.^ 
the  set  of  the  currents  toward  the  east  bank,  occupied  by  New  York 
City,  due  to  the  sinuosity  of  the  river  above,  and  the  natural  shore  pro- 
jections from  the  west  side  of  which  Castle  Point  is  a  conspicuous  ex- 
ample, assisted  by  artificial  projections  close  to  and  below  Castle  Point 
on  the  same  side.  These  may  be  regarded  as  permanent  causes  tend- 
ing to  maintain  shoal  water  on  the  west  side;  and  nothing  but  their 
total  removal,  now  impracticable,  will  bring  about  any  but  a  temporary 
change,  so  long  as  the  dock  lines  on  the  east  side  are  judiciously  estab- 
lished. 

I  take  occasion  to  say  right  here  that  the  two  banks  of  the  river  are 
kept  in  view  when  considering  the  subject  of  pier-head  lines. 

A  disregard  of  the  mutual  relations  of  the  two  systems  of  lines  may, 
after  construction,  surprise  the  builders  by  the  results  obtained. 

A  pier-head  line,  for  instance,  which  would  allow  long  piers  to  be 
built  out  from  the  east  bank  at  and  above  Fourteenth  street,  New^  York 
City,  might  benefit  adjacent  wharves  by  giving  increased  depth  there, 
but  the  effect  of  such  constructions  would  be  to  deflect  the  currents  to 
the  opposite  bank,  tending  to  reverse  existing  conditions  of  velocities 
and  dei)ths  on  the  two  shores  below  F ourteenth  street;  that  is,  to  deepen 
the  bed  on  the  west  shore  and  to  shoal  that  on  the  east. 

As  the  wharves  on  the  west  shore  are  located  ui)on  a  convex  bank, 
where  languid  currents  exist,  and  where  deposits  are  made  by  local 
sewers,  and  by  shipping  occupying  berths  in  the  slips,  it  is  natural  to 
expect  that  there  would  be,  as  a  result  of  these  conditions,  a  con- 
tinuous and  progressive  k:hoaling  of  the  water  near  the  wharves  and  in 
the  slips. 

The  currents  have  insufficient  velocities  to  produce  any  scour,  so  that 
all  deposits  made  u])on  the  bed  must  be  removed,  periodically,  by  arti- 
ficial means.  The  only  expedient  measure  of  relief,  then,  is  by  dredg- 
ing or  by  establishing  the  pier  line  closer  to  the  deep-water  channel. 
The  frequency  with  which  dredging  is  required  here  and  the  cost  at- 
tending this  kind  of  relief  led  me,  in  my  report  of  February  16,  1884, 
to  disapprove  the  farther  expenditure  of  money  for  dredging,  and  to 
recommend  that  the  pier  line  be  located  within  and  near  the  25-foot 
curve  of  the  adjacent  shore,  believing  then,  as  I  now  believe,  that  the 
establishment  of  such  a  line  will  not  be  injurious  to  the  regimen  or 
tidal  propagation  of  the  river.  An  examination  of  the  soundings  last 
taken  along  the  cross-sections  at  the  several  permanent  stations,  ex- 
hibited upon  the  accompaning  chart,  shows  that  no  material  change  has 
taken  place  during  the  year  in  the  depths  at  Castle  Point  or  at  Wee- 
hawken  as  the  result  of  the  shore  improvements  constructed  at  the 
latter  point  by  the  railroad  authorities. 

In  my  judgment  the  pier-head  line  within  the  25-foot  curve,  which 
has  been  recommended  for  that  part  of  the  west  shore  lying  below 


APPENDIX  F  REPORT  OF  LIEUT.-COL.  GILLESPIE.  793 


Castle  Point,  may  safely  be  extended  iij)  stream  to  connect  with  that 
already  established  at  AVeehawken,  and  may  be  expected  to  furnish  the 
most  feasible  means  of  accommodation  for  vessels  of  deep  draught. 

As  the  regimen  of  the  river  is  comi)aratively  permanent,  or  subject 
only  to  slight  change,  it  seems  to  be  necessary  only  to  suggest  further 
that  the  pier-head  line  on  the  east  side  be  kept  as  now  located,  and  that 
no  piers  be  allowed  to  be  built  beyond  it. 

(2)  JERSEY  FLATS  FROM  PAULUS  HOOK  TO  CO^'STABLE  POINT. 

A  survey  of  this  section  was  made  in  compliance  with  section  3  of 
river  and  harbor  act  of  March  3,  1881,  for  the  i)urposc  of  considering 
the  expediency  of  shortening  the  sailing  course  from  the  mouth  of  the 
Hudson  Eiver  to  the  entrance  to  Kill  von  Kull,  by  (he  excavation  of  a 
channel  across  Jersey  Flats,  300  feet  wide  at  bottom  and  21  feet  deep, 
mean  low  water.  The  report  on  this  sur\ey  is  contained  in  xVppendix 
18,  page  711),  Report  of  Chief  of  Engineers,  U.  S.  Army  for  1882,  Part 
I.    The  cost  of  the  proposed  imj)rovemenr  was  estimated  at  87,131,980. 

Upon  the  earliest  known  charts  this  wide  shoal,  which  contains  r),000 
acres,  approximately,  with  4  to  7  feet  depth,  mean  low  water,  is  shown 
on  the  west  side  of  the  deep-water  channel  through  the  ui>per  bay,  the 
eastern  margin  of  which  is  dehned  by  Ellis  Island,  Bedloe's  Island,  and 
Eobbins  Keef.  Its  width  north  of  Bedloe's  Island  is  \  miles,  and 
south  of  that  island,  2^  miles.  The  bed  is  composed  chiefly  of  mud, 
sand,  gravel,  and  bowlders,  but  between  Oyster  Island  and  Caven's 
Point,  on  the  mainland  near  the  center  line  of  the  shoal,  there  is  an 
underlying  bed  of  rock,  whose  upper  surface  at  the  highest  i)oint  is  G 
feet  below  mean  h)w  water,  and  whose  width  east  and  west  varies 
from  4,500  feet  to  0,000  feet. 

The  projecting  shore  improvements  at  and  above  Paulus  Hook,  and 
the  dei)Osits  of  city  dumpings  up  to  1871,  but  now  suspended,  have 
occasioned  diminished  depths  over  the  Hats,  but  not  in  any  manner  to 
interrupt  or  interfere  with  any  commercial  interest  located  upon  the 
eastern  shore  of  Bergen  Neck. 

AVhile  the  formation  of  a  deej)  rthannel  across  the  Hats  has  been 
strongly  advocated  by  interested  parties  for  the  alleged  purpose  of 
shortening  the  distance  to  Newark  Bay,  it  is  believed  that  the  main 
object  desired  to  be  attaiued  by  the  improvement  is  the  appreciation  of 
property  on  Bergen  Neck  fronting  the  upper  bay,  by  lessening  the  dis- 
tance out  from  the  shore  to  which  piers  would  be  required  to  be  built 
for  the  accommodation  of  deep  draught  vessels.  To  render  some  of 
the  shore  property  available  for  shipping,  two  transverse  cuts  have 
been  opened  by  private  i)arties  across  the  shoal  to  deep  water;  one  at 
Pamrapo  100  feet  wide  and  10  feet  deep,  mean  low  water,  by  dredging, 
and  one  at  Caven's  Point  100  feet  wide  and  20  feet  deep,  mean  low 
water,  by  dredging  and  blasting. 

These  iuiprovements  were  rendered  necessary  owing  to  the  restric- 
tions im])osed  at  the  time  of  their  execution  by  the  adopted  pier  head 
line  on  that  front.  The  pier-liead  line  has  since  been  extended  farther 
out  by  the  riparian  commissioners,  to  the  edge  of  a  proposed  inner 
channel  500  feet  wide,  but  no  tangible  relief  will  be  given  to  the  prop- 
erty-holders by  the  act  of  the  commissioners  unless  that  inner  chaunel 
should  be  opened,  for  the  length  of  piers  to  reach  the  main  channel  will 
still  be  so  great  as  to  make  their  construction  both  im[)racti(,'able  and 
un})rofitable. 

The  general  commerce  of  the  port  does  not  demand  at  this  time  any 
change  in  existing  facilities  on  the  west  side  in  the  vicinity  of  Jersey 


794       REPORT  OF  THE  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 

Flats.  The  main  channel,  from  Robbin's  Eeef  to  Paulus  Hook,  has 
everywhere  between  the  24-foot  curves,  mean  low  water,  of  opposite 
banks  an  av^erage  width  of  about  1  mile,  providing  not  only  convenient 
approaches  to  the  shipping  wharves,  docks,  and  basins  mi  Jersey  City, 
New  York  City,  and  Brooklyn,  but  commodious  anchorage  for  all  the 
vessels  which  arrive. 

As  a  private  enterprise,  it  will  be  admitted  that  the  flats  may  be  con- 
verted into  ])rofitable  basins  for  shipping-  and  storing  merchandise 
whenever  the  inner  wharves  prove  inadequate  to  the  wants  of  com- 
merce. 

In  the  mean  while,  if  the  west  shore  propert^'-holders  wish  to  hasten 
the  improvement  of  their  property  by  making  their  wharves  accessible 
to  vessels  of  a  larger  class  than  now  go  there,  they  can  do  so  by  build- 
ing long  piers  or  excavating  long  oi)en  cuts  to  the  main  channel,  or  by 
first  establishing  a  pier-head  line  and  tlien  excavating  in  front  of  it  an 
inner  channel  of  sufticient  width  for  shipping.  The  long  piers  will  ob- 
struct tidal  flow,  and  are  therefore  objectionable,  and  the  same  may  be 
said  of  the  extensions  of  the  bulkhead  lines,  which  diminish  the  tidal 
capacity  of  the  upper  bay. 

As. has  been  said,  these  are  private  enterprises,  and  will  have  to  be 
done  at  private  expense,  and  will  call  for  no  action  on  the  part  of  the 
General  Government  other  than  prohibitive  action  against  any  special 
construction  which  threatens  to  injure  the  present  navigable  condition 
of  the  upper  bay.  The  chart  shows  the  limiting  line  for  solid  filling 
which  I  recommended. 

(3)  KILL  VON  KULL  FROM  CONSTABLE  POINT  TO  BERGEN  POINT. 

This  is  the  shortest  connection  between  the  upper  hay  of  New  York 
Harbor  and  Newark  Bay,  and  is  the  eastern  channel  by  which  the  tide- 
water enters  Newark  Bay  and  its  tributaries,  the  western  channel  being 
Staten  Island  Sound. 

It  is  2J  miles  long  from  Constable  Point  to  Bergen  Point  Light-house ; 
the  greatest  width  between  banks  is  2,400  feet,  and  the  least  is  1,600 
feet,  the  maximum  width  between  18  feet  curves  of  the  two  banks  is 
1,700  feet,  and  the  minimum  width  875  feet,  the  maximum  depth  at 
mean  low  stage  is  54  feet,  and  the  minimum  depth  near  the  axis  is  32 
feet. 

In  general  both  shores  are  bold  and  tenacious,  and  the  channel  straight. 
On  the  north  shore  at  the  Beacon  near  Constable  Point,  and  at  Bergen 
Poiut  liglit,  there  are  rocky  reefs  which  contract  the  water-way  and 
obstruct  the  flow  of  the  tides,  but  with  this  exception  the  channel  is  an 
excellent  one  with  steep  foreshores,  giving  deep  water  close  in  shore. 

The  tide  which  arrives  from  the  east  by  way  of  Kill  von  Kull  divides 
to  the  eastward  of  Shooter's  Island;  the  greater  branch  advances  up 
the  bay  following  the 'western  shore  of  Bergen  Neck,  while  the  lesser 
branch  follows  the  northern  shore  of  Staten  Island  until  it  meets,  near 
the  corner  stake  light,  the  tide  through  Staten  Island  Sound,  when  it 
is  deflected  northward  into  the  bay.  The  depth  of  water  in  the  main 
channel  through  Newark  Bay  leading  to  Newark,  as  well  as  that  in  the 
Staten  Island  channel  leading  to  Elizabethport,  is  dependent  upon  the 
capacity  of  Newark  Bay  and  its  tributaries  as  a  tidal  reservoir,  and  any 
obstructions,  natural  or  artificial,  in  the  tidal  conductors  which  prevent 
the  free  flow  of  the  tides  into  the  reservoir  will  injure  those  channels 
in  direct  proi)ortion  to  the  degree  of  obstructions  encountered.  As 
those  channels  have  been  under  improvement,  with  notable  success,  by 
the  General  Government  since  1872,  anything  which  tends  to  impair 


APPENDIX  F  REPORT  OF  LIEl  T.-COL.  GILLESPIE.  795 


their  usefulness,  and  wbicli  is  capable  of  correction,  should  receive 
earnest  condemnation. 

The  rocky  reefs  at  the  entrance  to  and  outlet  of  Kill  von  KuU  are 
important  obstructions  to  tidal  tlow  and  should  be  removed  to  the 
extent  required,  but  the  princi])al  feature  which  1  think  calls  for 
special  notice  is  the  bulkliead  line,  lately  adopted  by  the  riparian  com- 
missioners for  the  north  shore  of  the  chanuel. 

The  Board  of  Engineers  api)ointed  for  the  examination  and  revision 
of  pier  and  bulkhead  lines  in  New  York  Harbor  projected  in  1878  a 
pier-head  line  on  the  south  side  of  the  channel,  which  would  protect  in 
the  most  careful  and  judicious  manner  the  channel  on  that  side  against 
contraction  by  injurious  extension  of  piers. 

Altiiough  they  had  no  authority  to  locate  corresponding  lines  on  the 
north  shore  they  doubtless  considered  that  an  expression  of  opinion 
was  expected  from  them  relative  to  the  north-shore  lines,  and  they  there- 
fore indicated  upon  their  chart  the  lines  they  would  have  adoi)ted  for 
that  shore  had  they  been  so  emi)owered,  with  the  explanation  that  such 
lines  naturally  originated  with  the  consideration  of  tlie  channel,  and 
were  recommended  as  a  limit  to  encroachment  on  the  channel  from 
that  side.''  Had  the  riparian  commissioners  for  New  Jersey  adopted 
these  proposed  Ijnes,  which  give  a  channel-way  at  the  eastern  entrance 
to  the  Kill  a  width  of  1,250  feet,  and  a  cross-sectional  area  at  mean 
low  water  of  30,250  square  feet,  their  action  would  have  been  contirmed 
by  me. 

But  the  commissioners  of  New  Jersey  rejected  the  lines  proposed  by 
the'  Board  of  Engineers  for  New  York,  and  have  adopted  in  their  stead 
lines  which,  if  constructed,  will  materially  contract  the  channel  through 
the  Kill,  to  the  manifest  injury  not  only  of  that  channel  but  also  of  the 
navigable  channels  now  under  improvement  through  Newark  Bay. 
According  to  these  adopted  lines  the  channel  is  contracted  to  a  least 
width  of  000  feet  onlv,  with  a  least  cross-sectional  area  of  23,747  square 
feet. 

The  pier-head  lines  to  which  I  give  my  approval  are  indicated  in  full 
black  lines,  and  those  of  the  riparian  conjmissioners  for  New  Jersey 
in  broken  lines. 

The  rocky  ledges  exterior  to  the  recommended  lines  should  be  re- 
moved to  a  depth  of  10  feet,  mean  low  water.  This  will  require  the 
dredging  of  190,000  cubic  yards  of  sand,  gravel,  and  bowlders,  and  the 
blasting  and  dredging  of  90,000  cubic  yards  of  rock,  at  a  total  estimated 
cost  of' $1,090,000. 

As  this  improvement  is  not  of  local  interest  simply,  it  may  well  be 
l^rovided  for  by  a  specific  appropriation  by  Congress. 

That  part  of  the  State  of  New  Jersey  embraced  in  the  survey  is  in 
the  collection  district  of  New  Y^ork  City;  nearest  port  of  entry  is  New 
York;  the  nearest  fort  is  on  Bedloe's  Island,  New  York  Harbor,  and 
the  nearest  light-house  is  on  Kobbins'  lleef,  upper  bay.  New  York 
Harbor. 

The  amount  of  revenue  collected  at  the  ])ort  of  New  York  for  the 
year  ending  June  30,  1884,  was  $135,093,152.62. 

The  amount  of  commerce  interested  in  tliis  im])rovement  is  exceedingly 
large  and  difdcult  of  estimate.    It  may  reach  8100,000,000  annually. 
I  am,  general,  very  respectfully,  your  obedient  servant, 

G.  L.  Gillespie, 

Major  of  Enqineers^ 
Brt.  Lieut.  Col,  U.  S.  A. 

To  the  Chief  of  Engineers,  U.  S.  A. 


